Manual VRS FA-18E Superbug X

NAVY MODEL

SUPERBUG X

DISTRIBUTION STATEMENT. Distribution of this document authorized ONLY to

registered owners of the VRS F/A-18E/F. This document may not be distributed

in any form or modified from its original version without the express written

consent of Vertical Reality Simulations, LLC.

Copyright 2006-2010 Vertical Reality Simulations, LLC.

www.vrsimulations.com

F/A-18E “SUPER HORNET”

Vertical Reality Simulation’s®

F/A-18 Hornet Simulator For Microsoft® Flight Simulator X

GETTING STARTED 1

TUTORIAL FLIGHT 2

AIRCRAFT

CONFIGURATION

MANAGER

3

COCKPIT SYSTEMS 4

PAINT KIT 5

KEYBOARD

REFERENCE 6

CHECKLISTS 7

GLOSSARY 8

CONTENTS

1 GETTING STARTED ...................................................................................... 14

1.0.1 Vertical Reality Simulations ................................................................................................ 15

1.0.2 What’s So Cool? .................................................................................................................. 16

1.0.3 What’s Next ......................................................................................................................... 19

1.0.4 Special Thanks ..................................................................................................................... 19

1.1 ACM ACTIVATION & REGISTRATION ....................................................................... 20

1.1.1 Online Automatic Activation ............................................................................................... 20

1.1.2 Web (Manual/Offline) Activation ....................................................................................... 21

1.1.3 Registration ......................................................................................................................... 23

1.2 FSX SETUP .............................................................................................................. 24

1.2.1 FSX Requirements ............................................................................................................... 24

1.2.2 Preparing For Flight ............................................................................................................. 24

1.2.3 Configuring Triggers ............................................................................................................ 25

1.2.4 Multi-Axis Throttle Option .................................................................................................. 26

1.2.5 Disable Incremental Spoilers............................................................................................... 26

2 TUTORIAL FLIGHT ........................................................................................ 28

2.0.1 Limitations ........................................................................................................................... 28

2.0.2 Nomenclature ..................................................................................................................... 28

2.1 AIRCRAFT CONFIGURATION MANGER (ACM) .......................................................... 29

2.1.1 Launching the ACM ............................................................................................................. 29

2.1.2 Payload Setup ..................................................................................................................... 29

2.1.3 Fuel Setup ........................................................................................................................... 31

2.2 FSX SETUP .............................................................................................................. 32

2.2.1 Fast Track ............................................................................................................................ 32

2.2.2 Create a Flight Plan ............................................................................................................. 34

VRS F/A-18E Superbug Table of Contents

1

2.3 COCKPIT OVERVIEW ............................................................................................... 37

2.3.1 Main Instrument Panel Key Components ........................................................................... 37

2.3.2 Console Key Components ................................................................................................... 39

2.3.3 Cockpit Interaction .............................................................................................................. 41

2.3.4 Hands-On Throttle and Stick (HOTAS) ................................................................................ 41

2.3.5 Key Command Mode ........................................................................................................... 41

2.3.6 Throttle Designator Controller/CURSOR (TDC) ................................................................... 42

2.3.7 TDC Slewing ......................................................................................................................... 42

2.3.8 TDC Designation/Undesignation ......................................................................................... 42

2.3.9 TDC Priority ......................................................................................................................... 43

2.4 DDI PHYSICAL FEATURES ........................................................................................ 43

2.4.1 DDI Menu System................................................................................................................ 45

2.5 BASIC NAVIGATION ................................................................................................ 46

2.5.1 Horizontal Situation Indicator (HSI) .................................................................................... 46

2.5.2 Navigational Steering Modes .............................................................................................. 48

2.5.3 TACAN (TCN) Steering Mode .............................................................................................. 48

2.5.4 Waypoint (WPT) Steering Mode ......................................................................................... 48

2.5.5 Designating a NAV Target (HSI) ........................................................................................... 49

2.6 GETTING AIRBORNE ............................................................................................... 50

2.6.1 Rig Caution .......................................................................................................................... 50

2.6.2 Configuring for Takeoff ....................................................................................................... 50

2.7 COMMON HUD SYMBOLOGY ................................................................................. 52

2.8 UP-FRONT CONTROL DISPLAY (UFCD) ..................................................................... 55

2.8.1 Autopilot Sub-level .............................................................................................................. 56

2.9 A/A RADAR BASICS ................................................................................................ 59

2.9.1 Sensor Sub-panel ................................................................................................................ 59

2.9.2 A/A Radar Format ............................................................................................................... 60

2.9.3 Radar Modes Overview ....................................................................................................... 62

2.9.4 Track While Scan (TWS) Radar Mode.................................................................................. 63

2.10 AAM EMPLOYMENT ............................................................................................... 65


2

2.10.1 Master Arm Panel ............................................................................................................... 65

2.10.2 Master Modes ..................................................................................................................... 65

2.10.3 Stores Management System (SMS) ..................................................................................... 66

2.10.4 Caged vs. Uncaged Firing Modes ........................................................................................ 67

2.10.5 Acquiring an Airborne Target .............................................................................................. 68

2.10.6 Radar TWS AIM-120 (caged) Symbology ............................................................................ 68

2.10.7 HUD AIM-120 (caged) Symbology ....................................................................................... 70

2.11 RADAR WARNING RECEIVER (RWR) BASICS ............................................................ 73

2.11.1 Early Warning (EW) Format ................................................................................................ 74

2.11.2 Counter Measures Dispensing System (CMDS) Format ...................................................... 77

2.12 HARM EMPLOYMENT ............................................................................................. 80

2.12.1 HARM Self-Protect (SP) Mode ............................................................................................ 81

2.12.2 HARM Target of Opportunity (TOO) Mode ......................................................................... 82

2.12.3 HARM Pre-Briefed (PB) Mode ............................................................................................. 83

2.13 BOMB EMPLOYMENT ............................................................................................. 87

2.13.1 Entering Custom Waypoints ............................................................................................... 87

2.13.2 NAV Target Designation ...................................................................................................... 90

2.13.3 Target Ingress ...................................................................................................................... 91

2.13.4 Auto Bombing Mode ........................................................................................................... 94

2.14 INTERMEDIATE NAVIGATION ................................................................................. 99

2.14.1 FUEL Format ........................................................................................................................ 99

2.14.2 Flight Performance Advisory (FPAS) Format ..................................................................... 101

2.14.3 TACAN Navigation ............................................................................................................. 103

2.14.4 NAV Radio Interaction ....................................................................................................... 104

2.14.5 HSI TCN Steering Symbology ............................................................................................. 107

2.14.6 HUD Steering Arrow & DOTS ............................................................................................ 109

2.14.7 Communications Radios .................................................................................................... 111

2.15 APPROACH AND LANDING (LAND-BASED) ............................................................ 114

2.15.1 HUD Landing Symbology ................................................................................................... 114

2.15.2 HUD Caging ....................................................................................................................... 115


3

2.15.3 Angle of Attack (AOA) ....................................................................................................... 116

2.15.4 CAS Operating Modes ....................................................................................................... 118

2.15.5 Flap and Gear Position Lights ............................................................................................ 118

2.15.6 Approach Auto-throttle .................................................................................................... 118

2.15.7 Instrument Landing System (ILS) ...................................................................................... 119

2.15.8 Landing .............................................................................................................................. 121

3 AIRCRAFT CONFIGURATION MANAGER..................................................... 124

3.0.1 Launching the ACM ........................................................................................................... 124

3.0.2 System Requirements ....................................................................................................... 125

3.0.2.1 .NET ............................................................................................................................... 125

3.0.2.2 FSUIPC 4 ........................................................................................................................ 125

3.0.3 Copy Protection ................................................................................................................ 125

3.0.4 Permissions ....................................................................................................................... 126

3.0.5 Paths & Dependencies ...................................................................................................... 126

3.1 ACM ACTIVATION & REGISTRATION ..................................................................... 128

3.1.1 Online Automatic Activation ............................................................................................. 128

3.1.2 Web (Manual/Offline) Activation ..................................................................................... 129

3.1.3 Registration ....................................................................................................................... 131

3.1.3.1 License Transfer Function ............................................................................................. 131

3.1.4 Retrieving Installation Files ............................................................................................... 131

3.1.5 Automatic Updates ........................................................................................................... 132

3.1.5.1 Saving Update Files ....................................................................................................... 132

3.2 INTERFACE OVERVIEW ......................................................................................... 133

3.3 ARMING TAB ....................................................................................................... 135

3.3.1 Payload as Objects ............................................................................................................ 135

3.3.2 Choosing Payload .............................................................................................................. 136

3.3.3 Clearing Payload ................................................................................................................ 136

3.3.4 Preset Packages................................................................................................................. 136

3.4 PREFLIGHT SUMMARY ......................................................................................... 137


4

3.5 FUELING TAB ....................................................................................................... 139

3.5.1 Filling Tanks ....................................................................................................................... 139

3.5.2 Total Quantity ................................................................................................................... 140

3.6 FAILURES TAB ...................................................................................................... 141

3.6.1 Arming Random Failures ................................................................................................... 141

3.6.2 Failure Effectivity .............................................................................................................. 141

3.6.3 Clearing Failures ................................................................................................................ 142

3.6.4 Avionic Failures ................................................................................................................. 143

3.6.5 Electrical Failures .............................................................................................................. 144

3.6.6 Hydraulic Failures (HI PRESS) ............................................................................................ 145

3.6.7 Hydraulic Failures (LOW PRESS) ........................................................................................ 146

3.6.8 Instrument Failures ........................................................................................................... 147

3.7 PREFERENCES TAB ............................................................................................... 149

3.7.1 ACM preferences .............................................................................................................. 150

3.7.1.1 Payload .......................................................................................................................... 150

3.7.1.2 General .......................................................................................................................... 150

3.7.1.3 Summary Units .............................................................................................................. 151

3.7.2 Aerial Refueling Preferences ............................................................................................. 151

3.7.3 Carrier Ops ........................................................................................................................ 153

3.7.3.1 Recommended Carriers ................................................................................................ 153

3.7.3.2 Carrier Navigation ......................................................................................................... 153

3.7.3.3 Carrier Definitions ......................................................................................................... 154

3.7.3.4 TACAN ........................................................................................................................... 156

3.7.3.5 ILS .................................................................................................................................. 156

3.7.4 Control Preferences .......................................................................................................... 157

3.7.4.1 Controller Status Area ................................................................................................... 158

3.7.4.2 Deadbands .................................................................................................................... 158

3.7.4.3 Diagnostics .................................................................................................................... 158

3.7.5 Hostility Zones ................................................................................................................... 159

3.7.6 Keyboard Preferences ....................................................................................................... 161


5

3.7.6.1 Keystroke Remapping ................................................................................................... 161

3.7.7 Simulation Preferences ..................................................................................................... 163

3.7.7.1 Model ............................................................................................................................ 163

3.7.7.2 Virtual Cockpit ............................................................................................................... 163

3.7.7.3 Avionics ......................................................................................................................... 164

3.7.7.4 Graphics ........................................................................................................................ 165

3.7.7.5 Bullseye Coordinates ..................................................................................................... 166

3.8 LIVERIES TAB........................................................................................................ 167

3.8.1 Installed Liveries ................................................................................................................ 167

3.8.2 Aircraft Details .................................................................................................................. 168

3.8.3 Aircraft Description ........................................................................................................... 168

3.8.4 Export Livery ..................................................................................................................... 168

3.8.5 Import Livery ..................................................................................................................... 168

3.9 REFERENCE TAB ................................................................................................... 170

3.9.1 Checklist ............................................................................................................................ 170

3.9.2 Reference .......................................................................................................................... 171

3.9.3 Keyboard ........................................................................................................................... 171

4 THE AIRCRAFT ........................................................................................... 172

4.0.1 THE NAVY'S DILEMMA ...................................................................................................... 172

4.0.2 THE SUPER HORNET ......................................................................................................... 173

4.0.3 DEVELOPMENT AND TESTING ........................................................................................... 175

4.0.4 FLEET DEPLOYMENT .......................................................................................................... 177

4.0.5 VARIANTS .......................................................................................................................... 177

4.0.6 THE FUTURE ...................................................................................................................... 178

4.1 FLIGHT CHARCTERISTICS ...................................................................................... 179

4.1.1 Flight Control Modes ......................................................................................................... 179

4.1.2 PA (Flaps HALF or FULL) Handling Qualities ...................................................................... 179

4.1.2.1 Nosewheel Steering ...................................................................................................... 180

4.1.2.2 Takeoff .......................................................................................................................... 180


6

4.1.2.3 Approach ....................................................................................................................... 180

4.1.3 UA (Flaps AUTO) Handing Qualities .................................................................................. 181

4.1.3.1 Neutral Speed Stability ................................................................................................. 181

4.1.3.2 Longitudinal Handling ................................................................................................... 181

4.1.3.3 g-Limiter ........................................................................................................................ 181

4.1.3.4 Speed Brake Function ................................................................................................... 181

4.1.3.5 Lateral-Directional Handling ......................................................................................... 181

4.1.4 Departure Resistance ........................................................................................................ 183

4.1.5 Single-Engine Performance ............................................................................................... 183

4.2 FLIGHT CONTROL SYSTEM .................................................................................... 183

4.2.1 Flight Control Surfaces ...................................................................................................... 183

4.2.1.1 Spoiler Surfaces ............................................................................................................. 184

4.2.2 CAS Operating Modes ....................................................................................................... 185

4.2.3 Pitch CAS ........................................................................................................................... 185

4.2.4 Roll CAS ............................................................................................................................. 185

4.2.5 Yaw CAS ............................................................................................................................. 186

4.2.6 Flap Scheduling ................................................................................................................. 186

4.3 AVIONICS ............................................................................................................. 187

4.3.1 Mission Computers (MC) .................................................................................................. 187

4.3.1.1 Cautions and Advisories ................................................................................................ 187

4.3.2 Master Modes ................................................................................................................... 188

4.3.3 NavigationAl Steering Modes............................................................................................ 188

4.3.4 Multi-Purpose Display Group ............................................................................................ 188

4.3.5 Built-In-Test System .......................................................................................................... 189

4.3.5.1 Equipment Status Displays ............................................................................................ 189

4.3.5.2 Initiated BIT ................................................................................................................... 190

4.4 OPERATING LIMITATIONS .................................................................................... 190

4.4.1 Engine Operating Limitations ............................................................................................ 190

4.4.2 Airspeed Operating Limitations ........................................................................................ 191

4.4.3 Gross Weight and Lateral Weight Asymmetry Limitations ............................................... 192


7

4.4.4 AOA Limitations - Flaps AUTO ........................................................................................... 192

4.4.5 Flaps FULL or HALF Limitations ......................................................................................... 192

4.4.6 ARS Limitations ................................................................................................................. 193

5 COCKPIT SYSTEMS ..................................................................................... 194

5.0 MAIN INSTRUMENT PANEL .................................................................................. 196

5.0.1 Lock/Shoot Lights .............................................................................................................. 198

5.0.2 Head-Up Display (HUD) ..................................................................................................... 198

5.0.2.1 HUD Collimation ............................................................................................................ 198

5.0.2.2 Common HUD Symbology ............................................................................................. 199

5.0.3 HUD Control Panel ............................................................................................................ 202

5.0.3.1 HUD Reject Switch ........................................................................................................ 203

5.0.3.2 BRT Control Knob .......................................................................................................... 203

5.0.3.3 Brightness Selector Switch ............................................................................................ 203

5.0.3.4 BLK LVL Knob ................................................................................................................. 203

5.0.3.5 HUD Video Control Switch ............................................................................................ 204

5.0.3.6 BAL Control Knob .......................................................................................................... 204

5.0.3.7 AOA Indexer Control Knob ............................................................................................ 204

5.0.3.8 ALT Selector Switch ....................................................................................................... 204

5.0.3.9 ATT Selector Switch ....................................................................................................... 204

5.0.4 Angle of Attack (AOA) Indexer .......................................................................................... 205

5.0.5 Up-Front Control Display .................................................................................................. 206

5.0.5.1 CNI Data Entry Methods ............................................................................................... 208

5.0.5.2 UFCD CNI Mode ............................................................................................................ 209

5.0.5.3 CNI Top-level Touch Options ........................................................................................ 209

5.0.5.4 UFCD DDI Mode ............................................................................................................ 210

5.0.6 Left Annunciator Panel...................................................................................................... 212

5.0.7 Right Annunciator Panel ................................................................................................... 213

5.0.8 Master Arm Panel ............................................................................................................. 214

5.0.9 Digital display Indicators (DDI) .......................................................................................... 215

5.0.10 DDI SUPT Menu Level ........................................................................................................ 218


8

5.0.11 DDI TAC Menu Level .......................................................................................................... 219

5.1 LEFT-UPPER CONSOLE .......................................................................................... 221

5.2 RIGHT-UPPER CONSOLE ....................................................................................... 223

5.3 LEFT MAIN CONSOLE ............................................................................................ 225

5.3.1 Fire Test Panel ................................................................................................................... 226

5.3.2 GROUND Power Panel ...................................................................................................... 226

5.3.3 Countermeasures Dispensing Switch ................................................................................ 227

5.3.4 GEN TIE Control Panel ....................................................................................................... 227

5.3.5 External Lighting Panel ...................................................................................................... 228

5.3.6 External TANKS Panel ........................................................................................................ 229

5.3.7 Left Circuit Breaker Panel .................................................................................................. 230

5.3.8 APU Panel .......................................................................................................................... 230

5.3.9 FCS Panel ........................................................................................................................... 231

5.3.10 VOL PANEL ........................................................................................................................ 232

5.4 RIGHT MAIN CONSOLE ......................................................................................... 234

5.4.1 ELEC Panel ......................................................................................................................... 234

5.4.2 ECS Panel ........................................................................................................................... 236

5.4.3 INT LT Panel ....................................................................................................................... 238

5.4.4 ARS Panel .......................................................................................................................... 239

5.4.5 Snsr Panel .......................................................................................................................... 240

5.4.6 KY-58 Panel ....................................................................................................................... 241

6 SUPERBUG PAINT KIT ................................................................................ 242

6.0 THE PHOTOSHOP PAINT FILE ................................................................................ 242

6.1 NEEDED FONTS .................................................................................................... 242

6.0 MASTER TEXTURE .PSD ........................................................................................ 243

6.0.1 Subdivisions ....................................................................................................................... 243

6.0.2 Layer Sets .......................................................................................................................... 244

6.1 DOCUMENT SETUP ............................................................................................... 247

6.1.1 Grid Lines .......................................................................................................................... 247


9

6.1.2 Fixed Size Selection Rectangle .......................................................................................... 247

6.1.3 Aircraft Specific Layer Sets ................................................................................................ 248

6.1.3.1 Example Layers.............................................................................................................. 248

6.1.3.2 Markings ........................................................................................................................ 248

6.2 CREATING TEXTURE FILES ..................................................................................... 249

6.2.1 Texture Directory Structure .............................................................................................. 249

6.2.1.1 Texture.cfg .................................................................................................................... 249

6.2.1.2 Thumbnail Image .......................................................................................................... 250

6.2.1.3 External Texture Files .................................................................................................... 250

6.2.2 Creating Working Directories ............................................................................................ 250

6.2.3 Creating Uncompressed Texture Files .............................................................................. 251

6.2.4 Compressing Textures ....................................................................................................... 251

6.3 PREPARING THE AIRCRAFT.CFG ............................................................................ 252

6.4 CREATING LIVERY PACKS ...................................................................................... 254

6.4.1 Creating a Livery Thumbnail ............................................................................................. 254

6.4.2 Testing The Livery ............................................................................................................. 255

6.4.3 Editing Livery Data in the ACM ......................................................................................... 255

6.4.4 Exporting a Livery PACK .................................................................................................... 255

6.4.4.1 Testing the Livery Pack Import ...................................................................................... 256

6.4.5 Distributing Liveries .......................................................................................................... 256

7 KEYBOARD REFERENCE ............................................................................. 257

7.0 HOTAS SUGGESTED MAPPING .............................................................................. 257

7.1 KEY COMMAND MODE ........................................................................................ 259

8 CHECKLISTS ............................................................................................... 264

8.0 NORMAL PROCEDURES ........................................................................................ 264

8.0.1 INTERIOR CHECKS .............................................................................................................. 264

8.0.2 ENGINE START ................................................................................................................... 266

8.0.2.1 APU START..................................................................................................................... 266


10

8.0.2.2 CROSSBLEED START ....................................................................................................... 268

8.0.3 BEFORE TAXI CHECKS ........................................................................................................ 268

8.0.4 TAXI CHECKS ...................................................................................................................... 269

8.0.5 TAKEOFF ............................................................................................................................ 269

8.0.5.1 BEFORE TAKEOFF .......................................................................................................... 270

8.0.5.2 NORMAL TAKEOFF ........................................................................................................ 270

8.0.5.3 CROSSWIND TAKEOFF ................................................................................................... 270

8.0.5.4 AFTER TAKEOFF CHECKS ............................................................................................... 271

8.0.6 LANDING CHECKS .............................................................................................................. 271

8.0.6.1 VFR LANDING PATTERN ENTRY ..................................................................................... 272

8.0.6.2 ATC APPROACHES ......................................................................................................... 272

8.0.6.3 FINAL APPROACH .......................................................................................................... 273

8.0.6.4 LANDING ....................................................................................................................... 273

8.0.6.5 BRAKING ........................................................................................................................ 274

8.0.7 POST-FLIGHT CHECKS ........................................................................................................ 274

8.0.7.1 BEFORE ENGINE SHUTDOWN CHECKS .......................................................................... 274

8.0.7.2 ENGINE SHUTDOWN CHECKS ........................................................................................ 275

8.1 CARRIER BASED PROCEDURES .............................................................................. 276

8.1.1 ENGINE START ................................................................................................................... 276

8.1.2 TAXI CHECKS ...................................................................................................................... 276

8.1.2.1 BEFORE TAXI CHECKS .................................................................................................... 276

8.1.2.2 CATAPULT TRIM ............................................................................................................ 276

8.1.2.3 TAXI ............................................................................................................................... 279

8.1.3 CATAPULT LAUNCH ........................................................................................................... 279

8.1.3.1 CATAPULT HOOKUP ...................................................................................................... 280

8.1.3.2 CATAPULT LAUNCH ....................................................................................................... 281

8.1.4 LANDING PATTERN ............................................................................................................ 282

8.1.5 LANDING CHECKS .............................................................................................................. 284

8.1.5.1 FINAL APPROACH .......................................................................................................... 284

8.1.5.2 GLIDE SLOPE .................................................................................................................. 284


11

8.1.5.3 WAVEOFF ...................................................................................................................... 285

8.1.5.4 ARRESTED LANDING ...................................................................................................... 285

8.2 SPECIAL PROCEDURES .......................................................................................... 286

8.2.1 FORMATION TAXI/TAKEOFF .............................................................................................. 286

8.2.1.1 SECTION TAKEOFF ......................................................................................................... 287

8.2.1.2 ABORTED TAKEOFF ....................................................................................................... 287

8.2.2 AIR REFUELING (RECEIVER) ............................................................................................... 287

8.2.2.1 BEFORE PLUG-IN ........................................................................................................... 287

8.2.2.2 REFUELING TECHNIQUE ................................................................................................ 288

8.2.2.3 MISSED APPROACH ....................................................................................................... 288

8.2.2.4 DISENGAGEMENT .......................................................................................................... 289

8.2.3 AIR REFUELING (TANKER) .................................................................................................. 289

8.2.3.1 BEFORE TAKEOFF .......................................................................................................... 289

8.2.3.2 DROGUE EXTENSION ..................................................................................................... 289

8.2.3.3 DELIVERY ....................................................................................................................... 289

8.2.3.4 DROGUE RETRACTION................................................................................................... 289

8.2.3.5 BEFORE LANDING .......................................................................................................... 290

8.2.4 SATS PROCEDURES ............................................................................................................ 290

8.2.4.1 LANDING PATTERN ........................................................................................................ 290

8.2.4.2 APPROACH .................................................................................................................... 290

8.2.4.3 WAVEOFF ...................................................................................................................... 290

8.2.4.4 ARRESTED LANDING ...................................................................................................... 290

8.2.4.5 BOLTER .......................................................................................................................... 291

8.2.5 HOT SEAT PROCEDURES .................................................................................................... 291

8.2.6 ALERT SCRAMBLE .............................................................................................................. 291

8.2.6.1 SETTING ALERT .............................................................................................................. 291

8.2.6.2 BEFORE SHUTDOWN ..................................................................................................... 291

8.2.6.3 AFTER SHUTDOWN ....................................................................................................... 292

8.2.6.4 ALERT FIVE LAUNCH ...................................................................................................... 292

8.3 EMERGENCY PROCEDURES ................................................................................... 293


12

8.3.1 GROUND EMERGENCIES ................................................................................................... 293

8.3.1.1 LOSS OF DC ESSENTIAL BUS .......................................................................................... 293

8.3.1.2 ENGINE FAILS TO START ................................................................................................ 293

8.3.1.3 EMERGENCY EGRESS ..................................................................................................... 293

8.3.2 GENERAL EMERGENCIES ................................................................................................... 294

8.3.2.1 WARNINGS, CAUTIONS, ADVISORIES ............................................................................ 294

8.3.2.2 WARNING LAMPS .......................................................................................................... 294

8.3.2.3 DDI CAUTIONS/CAUTION LAMPS .................................................................................. 296

8.3.3 TAKEOFF EMERGENCIES .................................................................................................... 312

8.3.3.1 EMERGENCY CATAPULT FLYAWAY ................................................................................ 312

8.3.3.2 ABORTED TAKEOFF ....................................................................................................... 313

8.3.3.3 EMERGENCY TAKEOFF .................................................................................................. 313

8.3.3.4 LOSS OF DIRECTIONAL CONTROL DURING TAKEOFF/LANDING.................................... 313

8.3.3.5 LANDING GEAR FAILS TO RETRACT ............................................................................... 314

8.3.4 INFLIGHT EMERGENCIES ................................................................................................... 314

8.3.4.1 WINDMILL START .......................................................................................................... 314

8.3.4.2 CROSSBLEED START ....................................................................................................... 315

8.3.4.3 AIRBORNE APU START ................................................................................................... 315

8.3.4.4 DOUBLE TRANSFORMER FAILURE ................................................................................. 316

8.3.4.5 COCKPIT TEMPERATURE HIGH OR AV AIR HOT CAUTION ............................................ 318

8.3.4.6 DISPLAY MALFUNCTION ................................................................................................ 319

8.3.4.7 OUT OF CONTROL FLIGHT ............................................................................................. 319

8.3.4.8 CONTROLABILITY CHECK ............................................................................................... 321

8.3.4.9 3EXTERNAL STORES JETTISON ....................................................................................... 322

8.3.4.10 FCS FAILURE INDICATIONS ............................................................................................ 323

8.3.5 LANDING EMERGENCIES ................................................................................................... 323

8.3.5.1 SINGLE ENGINE FAILURE IN LANDING CONFIGURATION .............................................. 323

8.3.5.2 FORCED LANDING ......................................................................................................... 324

8.3.5.3 FIELD ARRESTMENT ...................................................................................................... 330

8.3.6 EJECTION ........................................................................................................................... 330

8.3.6.1 EJECTION SEAT RESTRICTIONS ...................................................................................... 330


13

8.3.6.2 AIRSPEED DURING EJECTION ........................................................................................ 331

8.3.6.3 EJECTION PREPARATION AND INITIATION .................................................................... 331

8.3.7 IMMEDIATE ACTION .......................................................................................................... 332

8.3.7.1 APU FIRE LIGHT ............................................................................................................. 332

8.3.7.2 HOT START .................................................................................................................... 333

8.3.7.3 ENGINE CAUTIONS ........................................................................................................ 333

8.3.7.4 (L/R) FIRE LIGHT ............................................................................................................ 333

8.3.7.5 LOSS OF THRUST ON TAKEOFF ...................................................................................... 334

8.3.7.6 ABORT ........................................................................................................................... 334

8.3.7.7 EMERGENCY TAKEOFF .................................................................................................. 334

8.3.7.8 LOSS OF DIRECTIONAL CONTROL DURING TAKEOFF/ LANDING ................................... 334

8.3.7.9 EMERGENCY CATAPULT FLYAWAY ................................................................................ 335

8.3.7.10 FCS CAUTION OR FCES CAUTION LIGHT ........................................................................ 335

8.3.7.11 L or R FUEL INLT CAUTION ............................................................................................ 335

8.3.7.12 HYD 1 (2) HOT CAUTION ............................................................................................... 336

8.3.7.13 DUAL L BLEED and R BLEED Warning Lights .................................................................. 336

8.3.7.14 SINGLE L BLEED or R BLEED Warning Light ................................................................... 336

8.3.7.15 OCF ECOVERY PROCEDURES ......................................................................................... 336

8.3.7.16 SINGLE ENGINE FAILURE IN LANDING CONFIGURATION .............................................. 337

9 GLOSSARY ................................................................................................. 338


14 FSX Setup

1 GETTING STARTED

At the time of this writing, it’s been about 15 months since our first release of the Superbug for FS2004.

The FS2004 version was a financial failure and a critical success. It received a PC Pilot Platinum award

(platinum is cooler than gold), an Avsim Gold Star (there’s only one star in a gold star), and a number of

other awards and favorable reviews. Considering it took about 5 years to develop, it would have needed

to sell about 8,000 copies before I would have considered it a success. At that level I would have grossed

about $60-$70,000 US dollars per year of work. I would have netted about $50,000 per year. Needless to

say, it didn’t sell 8,000 copies (or 4,000, or 3000). I could have worked at McDonald’s and made more

money. Being the financial wizard I am, and not willing to accept failure as an option even if it meant the

Salvation Army, I and my talented partner Alvaro pushed on towards FSX.

Along the way we had inquiries from the U.S. Navy, the U.S. Air Force, The Australian Air Force, and a

dozen other military contractors. If there’s one thing all these guys have in common it’s a never-ending

supply of inquiries followed by nothing even closely resembling money. I learned a valuable lesson from

a colleague who’s been working with the military trying to get funding for his own project; “if you can’t

offer them a way to pay MORE money for something, you won’t get funded.” You see, in the fiasco we

call government here in the U.S., if they don’t keep their budgets high, next year’s budget is cut. So any

reasonable pitch to save them money is usually met with “We’ll get back to you on that, cowboy.”

Back in the real world there have been many challenges in bringing such a sophisticated aircraft to FSX,

not the least of which was ensuring there were a significant number of enhancements over the FS2004

version. Some of these include firing missiles and AGMs which actually steer towards their targets. The

system is animation-based, and works quite well, but there are drawbacks inherent to all animation-

based solutions. The keys are in place for a true combat system. We only need to find enough financial

success to make those technologies a reality going forward.

FSX has many quirks that made the transition difficult. While there are some code-level changes over

previous version of MSFS that made life easier, most made things harder. Many people seem to think

FSX is more technically advanced than FS2004, but unless you’re speaking about graphics, that’s simply

not true. There are no more than a handful of core changes that offer any improvement over previous

versions in terms of avionic or simulation capability, and you cut your FS2004 frame rate in half. All of

that said, the FSX version of the Superbug is going to blow you away.

One annoying thing about the FS2004 version of the Superbug was the requirement to “initialize”

controllers for the fly-by-wire system prior to flight. The reason for the process was that FS2004 didn’t

write out the controller information we needed unless some change was made to them in the axis

settings. Each axis had to be inverted and then returned to normal before the controller enumerations

would stick. This meant the user needed to go through a short (but uncomfortable for the uninitiated)


15 FSX Setup

process before the control surfaces would respond. The FSX version has no such requirements, which is

not only good for you; it’s great for us in terms of tech support! (edit: at least it was until release).

1.0.1 Vertical Reality Simulations

The primary reason this product took so long to market was because we're a small team. VRS is primarily

just two people main people: I, Jon Blum, and my good friend and partner Álvaro Castellanos Navarro,

and a third consultant, Doug Dawson who provided much help in developing some of our core

workhorse gauges.

I started out on my own and quickly realized that in order to provide the highest quality I needed to let a

true expert work on the flight dynamics. I was playing around with tools like Air Wrench initially and

quickly realized it wasn't going to cut it. While Air Wrench is a great product, it doesn't make up for a

novice's lack of experience. Garbage in, garbage out. I consider myself fairly adept technically, but I'm no

aerodynamic engineer. The last thing I wanted to do was compromise this bird to a half-baked flight

model.

Before Álvaro came along, I was working the late, great Ron Freimuth. Ron was a legend in the FS

community and literally wrote the book on decoding the .air file. Unfortunately we lost Ron to natural

causes a couple years into the project, and it was at that point I started looking for another partner.

Some of Ron's work remains to this day in the form of algorithms. He was truly a talented (if eccentric)

man and I miss him very much.

Álvaro was a frequent forum visitor who I approached after Ron's death. He had been posting seemingly

esoteric questions about the flight modeling, so rather than get annoyed like I usually do, I asked him if

he wanted “a little work.” He gladly jumped on board, clearly not knowing what he was getting into.

Alvaro is loco; the man has worked tirelessly for over 3 years on this project. Álvaro works for EADS,

Spain, and has extensive experience with fly-by-wire systems. Spain, incidentally, operates a large fleet

of F/A-18s. The work he's done is nothing short of amazing. What he wasn't able to obtain officially, he

performed CFD studies on. As long as you have certain known constants, anything can be extrapolated

accurately. Álvaro doesn't guess – he's a man on a mission from God.

I myself am the quintessential “jack of all trades.” I started out working on Macintosh flight simulators

with a pioneering company called Graphic Simulations in Dallas, TX. Graphsim had something special

that I'd never seen before; a graphics engine using a Differential Scan Conversion algorithm. Basically

they were able to create very fast fills (which translated into very fast frame rates) by drawing only

those areas of the screen which changed from frame to frame. We're talking about 30FPS at 1280x960

in the year 1992. Yeah, let me repeat that: 30FPS at 1280x960 in 1992, uh huh. Everyone else was using

“voxels” at 640x480 or less. This was a flat-shaded engine initially, but we were one of the first to move

to the “new” 3DFX hardware platform when it arrived on the scene a few years later. I was doing

primarily graphics work, building all the models and terrain databases for our F/A-18 Hornet franchise.


16 FSX Setup

Some of my “bigger” models were about 200

polygons and all had to BSP sort in order to

increase rendering efficiency. The 2D

cockpits couldn't use more than about 20

reserved colors because the whopping 8-bit

pallet had to share with the terrain for all

times of day. Still, this was some really

cutting edge stuff and I am very proud to

have been a part of it. I long for those days

and the stability of a real job:)

In about 2002 I decided to take a career step

backwards and train in the culinary field. I

spent a couple of years at Le Cordon Bleu and graduated at the top of my class (such as it was). I took an

externship at a Michelin-starred restaurant called the Herb Farm in Woodinville, Washington. The only

redeeming thing about working there that summer was that it was right next door to a Redhook

brewery where I could go drown my woes in Hefeweizen. Six weeks later and with the prospect of

making $10/hr looming over me like a headman’s axe, I decided I’d pretty much had enough of that

“career” path.

Dejected, depressed, and looking for an escape, I armed myself with a spiffy off-the-shelf Dell and a new

copy of FS2004. I set out to look for some military add-ons, but what I found was disappointing and

shallow, with very little in the way of realism or beauty. Some of them were better than others, and I

won't name names, but for my money, the freeware stuff was better than the payware. It wasn't long

before I started tinkering around and downloading SDKs; FS2004 had just come out, so I was using the

older FS2000 documentation initially. I made a home on the Avsim panel design forums and set to work

creating what I hoped would be something more fulfilling. People like Bill Leaming and Doug Dawson

were my heroes (and still are), dispensing information and utilities like soda machines.

Interest led to fascination, which led to infatuation, which led to compulsion. Somewhere along the line

PMDG had struck it rich with their 737 NG. I don't think anyone had achieved that sort of community

status before, and from that point forward things were never the same. Add-ons were a real business

now, at least for those guys. I wanted to be PMDG and dammit, I was goanna do it. Before long I was

trying to do things better and better and being completely dissatisfied with limitations, started to break

through some of the known “barriers” to produce what I had originally envisioned; A true military

aircraft simulation worthy of any PMDG fan's attention.

1.0.2 What’s So Cool?

The VRS F/A-18E is the most advanced combat aircraft ever designed for Flight Simulator. That's not just

a marketing slogan, it's a fact. We've taken all the things that “couldn't be done in MSFS” and done


17 FSX Setup

them. We were able to do many, many things that will have you seeing past previously explored

boundaries, particularly where military aircraft are concerned.

We're certainly proud of our

models and other visuals, but

that's not where this airplane

really excels. We have without a

doubt the finest flight

model/control law schedule that's

ever been produced for a PC

military aircraft simulation. It's

based on two components: A

neutrally statically stable base

flight model and a robust “fly-by-

wire” Control Augmentation

System (CAS). The term “fly-by-

wire” tends to get thrown around loosely in many circles, but true fly-by-wire requires the interception

and processing of control inputs prior to sending those signals to the actual aircraft surfaces. Unless it's

doing that, it's not fly-by-wire. Auto-trim alone does not make a fly-by-wire system. We can use this

system for aircraft stability and control throughout the entire range of AOA (and in the F/A-18, that's a

BIG range). We can use it for custom autopilot, failures (total or partial lack of control), nosewheel

steering (high and low gain), anti-skid, and a vast range of other uses that are simply not possible to

achieve in FS without such a system. We basically take control away from Flight Simulator and use our

own.

The VRS F/A-18E models all the physics associated with carrying and delivering payload. Properties of

mass, including drag (multiple forms) and weight are all simulated based on the payload being carried.

We can shed the weight, reduce the drag, and adjust the aircraft centers of gravity both laterally and

longitudinally, all on the fly. We do not use multiple flight models and aircraft meshes to achieve this;

Using a separate flight model for each combination of weapons is a fundamentally impossible if you

wish to offer the user anything but a basic set of predefined choices. Nor can that approach account for

shedding the weight and drag upon payload release. The aircraft must be able to dynamically adjust its

flight characteristics.

Most of the systems we simulate are based on a series of manuals developed by NATOPS (Naval Air

Training and Operating Procedures Standardization). These manuals are sometimes referred to as

having been “written in blood.” Some of the procedures and standards developed are the result of

accidents, mishaps, and tragedy associated with the hazards of naval aviation. These NATOPS manuals

are serious stuff. As a civilian organization producing consumer software, we don't have access to the

restricted areas of these manuals, nor would we ever wish to disseminate that information. However we


18 FSX Setup

do have access to sections of the F/A-18E flight manual pertinent to non-combat operations, and these

are extensive. What we didn't know about weapon-specific functions, we either “borrowed” from Jane's

F/A-18, or learned through other sources and/or extrapolation. Either way, you're going to know more

about how an F/A-18E really works than anything you've flown before could teach you.

We also simulate various

tactical and support

operations by way of

“Hostility Zones.” These are

variable sized areas, centered

on user-designated waypoints

that become “active”, firing

mock SAMs and or AAA at

your aircraft. These systems

can be configured for range,

fire rate and lethality through

our Aircraft Manager. If the aircraft fails to evade or destroy (via HARM missile) these AAW (Anti-Air-

Warfare) threats, the aircraft can be hit, causing various degrees of systems damage. Yes, you can attack

and be fired upon in Microsoft Flight Simulator. Countermeasures, including ECM are also modeled to a

certain extent, allowing you to make use of flares, chaff, and maneuvering techniques in order to evade

incoming AAW fire.

We simulate a robust air-to-air radar system with multi-mode capability based on the AN/APG-73 radar

in Block 1 Super Hornets. The radar system is a true B-sweep design with search, track and ACM modes.

The scan volumes can be adjusted, and we even have Doppler effects. In addition, AI aircraft can be

tracked and fired upon by air-to-air missiles. Each missile type is individually modeled for range,

acceleration, and maneuverability, and features authentic caged and uncaged fire control modes and

HUD symbology. If an AI aircraft is destroyed it’s removed from radar as if it never existed. The AI

aircraft continues to exist in the visual world, however it's a dead duck as far as the systems are

concerned.

The systems and avionic modeling in this aircraft are authentic, extensive, and robust. The digital

displays and Head-Up Display (HUD) are scalable to whatever resolution you're running, providing crisp

vector graphics and clean update rates. The various functions for driving these displays are

componentized and “talk” to each other by way of a simulated Multiplex Bus (MUX). The state of all

systems can be monitored by way of a Built-in-Test (BIT) interface, and they are subject to battle

damage, random failures, and Environmental Control System (ECS) overheating. HUD simulation in

almost all previous MSFS aircraft simulations had been notoriously sup-par, with apparently no

fundamental understanding of how symbology should be presented beyond what “looks good.” The VRS

F/A-18E HUD is a world-calibrated instrument with full optical collimation. The distance between


19 FSX Setup

elements such as pitch ladder bars exactly corresponds to the outside world rather than simply being

scaled in range of movement so that the zenith is visible at 90 degrees and the nadir is visible at -90.

Further, the velocity vector (flight path marker in non-naval circles), is carefully calibrated to correspond

to the outside world. Where the velocity vector points is where the aircraft is flying.

The virtual cockpit is simply state of the art. Almost every knob and every function present in the real

aircraft is at your disposal. The layout and default eyepoints in the VRS F/A-18E are specifically designed

to provide the optimum combination of avionic interaction and visual acuity at any aspect ratio.

1.0.3 What’s Next

We’ll want to continue updating the FSX version as we have done (and continue to do) with FS2004. We

will be issuing service packs, not just to address any potential problems, but to add enhancements and

value.

If sales are good, we plan to immediately begin work on an F version. An F/A-18F is also on everyone's

wish list as well as a Growler variant. If and when we do an F/A-18F, it'll feature a full rear-cockpit and all

associated avionics changes. This would be an upgrade to the F/A-18E package.

1.0.4 Special Thanks

We couldn't have pulled this one off without the help of some very dedicated and gracious testers.

Some of these “testers” have gone way beyond the call of duty in providing research, marketing

assistance and materials, and even offers of financial support. So I would personally like to offer my

deepest thanks to Adam Cannon, Henry “Black Bart” Bartholomay, William Call for their tireless

support and expertise. I'd also like to thank Gino Berk, Ed Bird, Emir Yildz, Rob Pracic.

Also very special thanks to Doug Dawson. Doug produced some of the indispensable utilities and

modules we used in this project, saving us many months of work. In fact I'm not even sure if it would

have been possible without his support not only to us, but the entire FS developer community. Thanks

Doug!

Words cannot fully express my gratitude and admiration for Chris Tracy who during the last few weeks

of development, and subsequent to release, really showed us his colors when he single-handedly beta

tested the software and lent us his invaluable expertise and skills in diagnosing and fixing persistent

problems. Chris is the Dr. House of systems administration. It was a great pleasure working with you,

Chris. You literally saved my bacon on more than one occasion, and I will never forget it.


20 FSX Setup

1.1 ACM ACTIVATION & REGISTRATION

Before you can use the ACM, or the VRS F/A-18E, the software must be activated. Activation requires an

Internet connection and may be done either through automatic or manual web-based methods.

Whichever method you choose requires no waiting.

If you have an active firewall blocking outbound ports, you'll need to enable port 80 for the ACM.

1.1.1 Online Automatic Activation

To enable the ACM via the automatic Internet method, simply:

Select the appropriate Internet (automatic) option (this will be selected by default).

Enter the License ID and Password from your sales receipt. If you purchased your copy from VRS

directly, you created your own password when you created your shopping cart. This would have

been sent to you along with your License ID.

If you purchased from a third-party, you were issued a password at the time of sale, and it may also be

found in your sales receipt.

Press Activate.

A moment or two later, an activation dialog will appear informing you of the activation status. You may

now skip to


21 FSX Setup

Registration.

1.1.2 Web (Manual/Offline) Activation

To enable the ACM manually via web browser:

Select the Web (get activation codes) option.

Enter your License ID and password.

The next step will depend on whether the machine is online of offline. If ONLINE:

Press the Get Web Codes button.

Your browser should open and automatically insert your license ID and password into the session and

the following screen will appear with 2 separate registration keys. Skip the next step.

If OFFLINE:

Press Web Step 2 option (see image next page).

Go to an ONLINE machine and navigate to: http://secure.softwarekey.com/solo/unlock

Enter your license ID and password and press Next in the browser.

Enter User Code 1 from the offline machine.


http://secure.softwarekey.com/solo/unlock


22 FSX Setup

Press next.

The screen shown on the previous page will appear with your registration codes.

Return to the ACM and select the Web Step 2. (you have codes) option (see below).

Enter the registration codes from your browser into the RegKey1 and RegKey2 fields of the ACM

(these will only be visible if you have selected the Web Step 2 option.

Finally press Activate.


23 FSX Setup

1.1.3 Registration

If you purchased the software directly from VRS' website, you should already be registered based on the

information you provided at the time of purchase. You may review your registration information at any

time, by selecting Registration Details from the Help menu. Note that the registration screen may look

slightly different depending on which version of the Superbug you’re running.

For a complete guide to the ACM, please see the Aircraft Manager section.

VRS F/A-18E Superbug Section II: Getting Started

24 FSX Setup

1.2 FSX SETUP

1.2.1 FSX Requirements

You’ll need to ensure several items are available and installed before you can run the Superbug:

FSX with Service Pack 2, FSX Acceleration, or FSX Gold. Any of these flavors of FSX is

acceptable, but FSX Acceleration or FSX Gold (which is just Acceleration and FSX bundled

together) are highly suggested in order to utilize carrier operations. FSX SP1 or the original FSX

are not supported. The FSX Service Pack 2 can be downloaded from Microsoft here:

http://www.microsoft.com/downloads/details.aspx?displaylang=en&FamilyID=204fee1e-f8de-

4b21-9a32-5a41a3e27ff0

FSUIPC4 by Pete Dowson: FSUIPC is a free interface to MSFS that it used by almost every serious

Flight simmer. It’s also used by us and many other developers to “talk” to flight simulator at a

level that’s not normally accessible. This is what we use to intercept your controllers and bypass

the normal flight simulator control system for the fly-by-wire FCS. FSUIPC must be installed and

confirmed running before the Superbug will function. In fact if you try to run the Superbug

without it, it WILL crash. Again, FSUIPC is free and 100% safe. There is a payware version of

FSUIPC known as “registered FSUIPC” with many great features, but the Superbug doesn’t

require the registered version to operate. FSUIPC can be downloaded from here:

http://www.schiratti.com/dowson.html

FS Force. If you use a force feedback joystick, and want to be able to use the Superbug with

force feedback enabled, you’ll need a third piece of software called FSForce. Because we

intercept control axes through FSUIPC (which does not support force feedback directly), you’ll

need to use this software if you want to use those features. The good news is FSForce provides

FAR better force feedback than the default MSFS implementation, which is bogus at best. For

example if you’ve invested in a lovely G-940 and aren’t using FSForce, you have no idea what

you’re missing. FSForce can be purchased and downloaded from here: http://www.fs-

force.com/

1.2.2 Preparing For Flight

The FSX version of the Superbug is quite a bit easier to setup than the FS2004 version, so those of you

who are familiar with the FS2004 version will be happy to know there are no more controller

initialization steps. If you’re new to the Superbug, you’ll never know how much fun you missed!

In order to prepare the Superbug for flight:

Run and Activate the ACM. The ACM can be found in the Start Menu under the VRS Superbug X

program group.

http://www.microsoft.com/downloads/details.aspx?displaylang=en&FamilyID=204fee1e-f8de-4b21-9a32-5a41a3e27ff0

http://www.microsoft.com/downloads/details.aspx?displaylang=en&FamilyID=204fee1e-f8de-4b21-9a32-5a41a3e27ff0


http://www.fs-force.com/

http://www.fs-force.com/

VRS F/A-18E Superbug Section I: Getting Started

25 FSX Setup

If the ACM warns you that FSUIPC is not installed, STOP NOW. The Superbug will not operate

without FSUIPC.

o Quit the ACM and go to http://www.schiratti.com/dowson.html. Download and

properly install the latest version of FSUIPC.

o Ensure that FSUIPC IS installed properly by launching FSX, selecting a non-VRS aircraft,

and pressing [ALT] once you’re in the simulation.

o Look for FSUIPC under the Add-ons menu.

FSUIPC is free to use, but advanced features (which are not required for the Superbug) are not

available in the free version.

Restart the ACM and continue from here.

Select the Strike 1 package from the first screen that pops up (Payload). Do nothing else. There

may be warnings about your controllers. Ignore them until after you’ve loaded the Superbug

once.

Launch FSX and set Flight Model General Realism to 100%. This is necessary in order to ensure

the base flight model is correctly configured and has access to all records in high resolution.

General Realism can be found by pressing the Settings option (left side of screen), and then the

Realism… option (right side of screen). Move the General Realism slider all the way to the right.

Disable Force Feedback. If you are using a force feedback stick and have force feedback enabled

in FSX, you must disable it. You can use FSForce, described above instead, but you cannot use

the built-in force feedback with the Superbug. It WILL cause erratic behavior.

Create a new flight in the Superbug. Once in flight, swipe your controllers by moving them in

each axis.

Quit FSX and launch the ACM again. The ACM can be found in the Start Menu under the VRS

Superbug X program group.

Check for any errors that exist under the ACM Preferences TabControllers. If errors exist

after having flown the Superbug, they will be displayed here.

1.2.3 Configuring Triggers

The VRS F/A-18E utilizes two FS internal commands, or events, in order to process the triggers for firing

weapons. While your new aircraft has a rich set of completely custom key commands available (see

section 11 - Reference), the actual trigger events for firing weapons should ideally be mapped to your

joystick. We do this through the Cowl Flaps Increment and Cowl Flaps Decrement commands. Why?

Because the F/A-18E has no cowl flaps, which makes these normally unused commands the ideal

candidates. Cowl flaps increment will fire the gun and only the gun. Cowl flaps decrement will fire

everything else.


VRS F/A-18E Superbug Section I: Getting Started

26 FSX Setup

There are four methods mapping the triggers for the VRS F/A-18E:

1) FSUIPC (registered) JOYSTICK MAPPING: You may use the registered, “payware” version of

FSUIPC. The VRS F/A-18E does not require the registered version of FSUIPC, but certain extra

features can make use of it. The nice thing about FSUIPC mapping is that it can be done as

aircraft specific. Please refer to the FSUIPC documentation for mapping cowl flaps decrement

and cowl flaps increment to joystick buttons.

When setting up FSUIPC, trigger one should be mapped as aircraft specific, with “select for FS

control” checked. The first event (button down) should be Cowl Flaps Inc, and the second event

(button up) should also be set to Cowl Flaps Inc. This will allow the trigger to function as press

and hold to fire. Indeed registered FSUIPC is the only way to get this realistic behavior. All other

methods require that the trigger be pressed twice; once to begin firing and once to stop.

2) FSX JOYSTICK MAPPING: You can map the trigger events via FSX's built in event mapping

(explained below). However keep in mind this method is NOT aircraft specific; it will affect all

other aircraft as well. For the most part this will not be an issue, however if you do use cowl

flaps for other aircraft and do not wish to map those functions to your joystick triggers, you can

either skip FS mapping altogether, or you can just use whatever you already have set up for cowl

flaps.

3) THIRD-PARTY JOYSTICK SOFTWARE: In order for this to work, FSX must first be set up with cowl

flap increment and cowl flap decrement events mapped to keys. Once this is done, you can use

your joystick software to in turn map those keys to buttons. If you use this method, be sure the

key(s) you choose are NOT a VRS F/A-18E custom key.

4) KEYSTROKE ONLY: The final method is to skip joystick mapping all together and use only

keystrokes to increment and decrement cowl flaps. You would set this up within FS just like

mapping any other keystroke.

1.2.4 Multi-Axis Throttle Option

If you have a multi-axis throttle connected (i.e. quadrant, dual, or triple), you will need to enable that

functionality in the ACM. Please refer to section 3 -Aircraft Manager for instructions on how to do this.

1.2.5 Disable Incremental Spoilers

If you are using registered FSUIPC to control spoilers in conjunction with a slider (Saitek X52 for

example), you MUST disable this function, or the aircraft will exhibit massive drag even when the

spoilers appear retracted.

The spoiler “function” in the F/A-18E is an all or nothing affair; A switch, located on the throttle either

sets them ON or OFF, with nothing in between. The spoiler function is explained section 4 – The Aircraft.


VRS F/A-18E Superbug Section II: Tutorial Flight

28 Tutorial Intro

2 TUTORIAL FLIGHT

This tutorial is designed to walk you through the basic procedures needed to get in the air, navigate

towards target areas, and use various systems to find and destroy “targets”. We'll then return to base

for a standard approach and landing.

Please note that this section is in no way a comprehensive systems study of the VRS F/A-18E. The

objective of this tutorial is just to get you in the air and comfortable with the aircraft. We're going to

skip all the normal start-up procedures for a “cold and dark” flight and begin with power to all systems

and engines running, [almost] ready for take-off. On the other hand, this is not a “quick start” either. Be

prepared to spend upwards of two hours reading through the material, pausing the flight when

necessary.

2.0.1 Limitations

Note that although it's possible to simply save the flight and continue later, certain functions will not be

saved with the flight. For example if a custom waypoint (a modification to the original MS flight plan) is

entered into the navigation sequence, it will be purged upon quitting the simulation. In that case, the

MS GPS engine will warn you that it cannot load the flight plan, and will proceed to load the flight

without it. In that case, simply reload the flight plan once the simulation has finished loading.

2.0.2 Nomenclature

Throughout this tutorial a series of check marks will indicate actions which should be taken. Feel free

to pause the simulation at any time. At certain points along the way we'll suggest a good place to pause

while you continue reading about a particular topic.

A great deal of new terminology and acronyms will be introduced throughout the documentation which

some readers may not be familiar with. When a new term is introduced it will be Italicized and

Capitalized; subsequent use of the term will not. A complete glossary of terms can be found at the end

of this manual.

Throughout the text, NOTE, CAUTION, and TIP boxes provide additional important information about

the current topic. Please pay special attention to these, as they can not only save you some time, but

may save your aircraft!


29 Aircraft Configuration Manager

2.1 AIRCRAFT CONFIGURATION MANGER (ACM)

The Aircraft Configuration Manager (ACM) is an external application designed to “talk” to the aircraft. It

is covered in great detail in the Aircraft Manager section of the manual, but in a nutshell the ACM can be

used to:

Load weapons, fuel tanks, and other stores.

Change fuel quantities.

Initiate failures.

Set preferences for various features.

2.1.1 Launching the ACM

For this tutorial, we’re simply going to load some weapons and fuel. The ACM is covered in much more

detail under Section III: Aircraft Configuration Manager.

MSFS: QUIT. If Flight Simulator is currently running, please quit Flight Simulator now.

ACM: LAUNCH. A shortcut to the ACM was installed in the Start Menu under VRS F/A-18E

Superbug X. at the time of installation. The application itself in located in the

\SimObjects\Airplanes\VRS_FA-18E\ACM folder of your FSX installation directory. Launch the

ACM either by selecting it from the StartVRS F/A-18E Superbug X menu or by launching it

manually from the VRS_FA-18E aircraft directory.

ACM: ACTIVATE. Upon launching the ACM for the first time, you'll be prompted to activate the

product. Enter the License ID and Password contained in your sales receipt and press the

Activate option. You should be activated immediately. If, for some reason, you prefer to activate

by web, you may do so at this time.

2.1.2 Payload Setup

After the aircraft loads into the ACM, a somewhat busy looking screen will appear loaded with options

for outfitting the aircraft with weapons, or loading out. This is called the Payload page.

What’s unique here is that the customization options are, well, custom! You may have had experience

with other add-on aircraft whereby a different model was required for each weapon configuration. The

CAUTION: Always keep your sales confirmation email in a safe place. If you need to re-download the

software, or require official support, VRS will need this information in order to verify your

purchase and assist you.



downside to that is you would have been stuck using a limited assortment of preconfigured, non-firing

loadouts. Not so here; you are free to choose any available weapon or pod on any available station.

Sure, there are limits to what can and cannot go on a particular station, but the number of combinations

of stores on a single aircraft is quite large.

When we refer to a Station, we're talking about either a fuselage “cheek” location, or a wing-mounted

“hardpoint.” The F/A-18E has 11 stations beginning on the port (left) side of the aircraft and proceeding

to the starboard (right) side. Since the aircraft is oriented nose-on in the payload diagram, station #1 is

on the right side of the screen, and #11 is on the left.

For this tutorial we’re going to select one of the various Preset Packages. Presets are a series of

predefined Loadouts designed to mimic how a Super Hornet might be equipped for a particular type of

mission. In this case, let’s select a strike-oriented package:

NOTE: Although you are free to use any loadout you wish, we recommend that you use the Strike 1

package in order to follow along properly with the tutorial. Strike 1 will be loaded for you by

default.

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SELECT PACKAGE: STRIKE 1. From the bottom-center popup menu labeled Select Preset…, select

the STRIKE 1 package [1].

The armament will change visually to reflect your new choice. If you have already changed the

configuration with the various pop-ups, just re-select the STRIKE1 package.

2.1.3 Fuel Setup

Along the top of the ACM are a number of tabs labeled Payload, Failures, Fuel and Preferences.

ACM PAGE: FUEL. Select the tab labeled Fuel along the top of the screen ([1], below).

On the left of the Fuel tab are the Internal Tanks, positioned relative to their locations in the aircraft.

Internal tanks are those which are located inside the airframe. There are 5 internal tanks. Tanks 2 and 3

are Feed Tanks, supplying the engines directly. The remaining tanks are Transfer Tanks, which supply the

feed tanks. For this reason, when manually adjusting internal tanks, it's necessary to fill the feed tanks

prior to filling the transfer tanks. Attempts to fill transfer tanks without first having full feed tanks will be

rejected.

On the right of the screen are the External Tanks. These are tanks carried as payload, and can be

jettisoned in flight should the need arise. Note that if there is no external tank loaded onto a particular

station, that area simply shows the empty station number.

In the previous (Payload) tab, we selected a loadout which included a single FPU-11 480 gallon external

tank on the center (#6) station. Provided you didn't deviate from the preset configuration, that tank

should now be available for fueling in the right, external tank pane.

TANKS: FILL ALL. Press the Fill All Tanks button in the lower-left of the screen [2]. All tanks,

including the external centerline, should now be full.

ACM: SAVE. Press the Save button [3] on the lower-right of the screen (from any page).

ACM: EXIT. From the File menu, select Exit (CONTROL-X), or simply close the application

window.


32 FSX Flight Preparation

2.2 FSX SETUP

2.2.1 Fast Track

The procedures to set up the tutorial flight are deliberately verbose in order to accommodate

inexperienced MSFS users. If you are an experienced FS user and wish to fast-track the following few

sections, please feel free to do so with the following 7 steps:

Select the VRS F/A-18E under Boeing-VRS.

Set conditions to VFR.

Set General Realism to FULL.

Open a 2-waypoint flight plan from KSEA to KPDX.

Move the aircraft to the selected starting location (KSEA) and FLY!

Skip to Cockpit Overview, below.

When you first launch FSX, the main interface will appear. The aircraft you currently have selected will

be based on your last flight, or the default flight which was last saved.

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LEFT SIDEBAR: FREE FLIGHT. Select FREE FLIGHT [1].

CURRENT AIRCRAFT: CHANGE... [2].

PUBLISHER: VERTICAL REALITSIMULATIONS [1A].

VARIATION: PREFERRED LIVERY [2A].

Most liveries, or paints, come in two flavors: CAG and Line. CAG aircraft are assigned to the Commander

of the Air Group and usually sport a colorful paint scheme. Line aircraft are the standard low-visibility

service aircraft of the squadron.

BUTTON: OK [3A].

1A

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3A



2.2.2 Create a Flight Plan

Finally, we'll set up a quick 2 waypoint flight plan from KSEA to KPDX:

1B

2B

3B



CREATE A FLIGHT: FLIGHT PLANNER [1B].

CREATE TAB: SELECT [2B].

DEPATRTURE LOCATION: SELECT… [3B].

The SELECT AIRPORT dialog will appear.

Type KSEA into the Airport ID: field [1C].

Verify that Seattle Tacoma International is highlighted [2C].

Press OK [3C].

1C

2C

3C



CHOOSE DESTINATION: SELECT... [1D].

The SELECT AIRPORT dialog will reappear (not shown, see previous image).

Type KPDX into the Airport ID: field.

Verify that Portland International is highlighted

Press OK.

CHOOSE ROUTING: DIRECT-GPS [2D].

PLOT FLIGHT PLAN: FIND ROUTE [3D].

Press OK to accept the route as entered.

When prompted, press OK to save the flight plan.

When prompted, press OK to move the aircraft to the selected airport.

For best results, ensure that Time and Season is set to daylight hours.

BUTTON: OK [4D].

BUTTON: FLY NOW! [5D].

1D

2D

3D

4D

5D


37 Cockpit Overview

2.3 COCKPIT OVERVIEW

2.3.1 Main Instrument Panel Key Components

The primary panel used in the VRS F/A-18E is called Main Instrument Panel. It's so named because it

contains all the primary flight displays used for the majority flight. For a comprehensive list of functions,

please refer to the Cockpit Systems section of the manual.

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38 DDI Physical Features

1) Head-Up Display (HUD). The F/A-18E's primary flight display.

2) Angle of Attack (AOA) Indexer. The AOA Indexer is a series of lamps which correspond to approach

AOA, and cue the pilot to increase or decrease power during final approach.

3) Left Caution and Warning Panel. A cluster of warning, caution, and advisory lamps.

4) Left Digital Display Indicator (LDDI). A multi-purpose display used for support and tactical systems.

Along the periphery of each DDI are twenty pushbuttons labeled PB1-PB20 beginning with 1 in the

lower left, clock-wise to 20.

5) Master Arming Panel. Weapon arming, master mode selection and fire suppression.

6) Emergency Jettison Button. Jettisons all stations except the wing tips and fuselage cheeks.

7) Selective Jettison Panel. Allows selection of specific stations for jettison. Used in conjunction with

the selective jettison panel (described in subsequent sections).

8) Engine/Fuel Display (EFD). Provides critical engine parameters and fuel level indication. The EFD

also provides “bingo” level adjustment.

9) Multi-Purpose Color Display (MPCD). In the VRS Super Hornet, the MPCD provides HSI functions.

10) Right Caution and Warning Panel. A cluster of warning, caution, and advisory lamps.

11) Up-Front Control Display (UFCD). A multi-purpose touch-screen display interface for autopilot,

navigation, communication, transponder, and DDI backup functions.

12) Right Digital Display Indicator (RDDI). Identical in every respect to the LDDI, but primarily used for

tactical functions in day-to-day operations. Note that in our tutorial we're using the “lite” DDI

option, so some functions on the RDDI may not be available on the LDDI and vice versa.

13) IR Cooling/Spin Override panel.

14) HUD Controls. Provides control of various HUD functions including clutter reject level, brightness,

altitude (barometric or radar), and AOA indexer light brightness.

15) Radar Warning Receiver (RWR) Azimuth Display. Backup radar threat azimuth indication.

16) Standby Instruments Group. A cluster of analog “backup” instruments. These include an Attitude

Direction Indicator (ADI), Airspeed Indicator (ASI), Altimeter (ALT), and Vertical Speed Indicator (VSI).



2.3.2 Console Key Components

While the main panel provides access to a great deal of information and functionality, there are

numerous other controls available only from a series consoles. These are located to the left and right of

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the main instrument panel.

1) Left Auxiliary Console. Houses the gear handle, parking brake, selective jettison, flap, landing light

and launch bar switches. The items on this panel are loosely related at best, but all serve critical

functions.

2) External Power Panel. Houses all the switches necessary to power the aircraft from an external

source. In the VRS F/A-18E all of these switches have a purpose and are directly tied into the

electrical bus. As long as the aircraft is on the ground, external power is available.

3) External Lighting Panel. Controls power to the formation strip lighting, navigation lights, and strobe

lighting (including pattern selection). It also houses the wing tank isolation switch which can inhibit

fuel draw from the left and right wing tanks.

4) Fuel Panel. Houses the inflight refueling probe (IFR) switch, external tank isolation switches, and the

main fuel dump switch.

5) FCS Panel. Controls rudder trim, takeoff trim and FCS gain override and reset switches. Note that

FCS gain override is only available in the forthcoming Pro version of the VRS Superbug. The reset

switch is used to reset the flight control system after a power down and subsequent reapplication of

power.

6) Volume Panel. Many of the aircraft audio systems have volume adjustments. These include the

voice warnings, weapon tones, radar warning receiver. Other volumes, such as radio and other FSX

native functions are not adjustable.

7) Right Auxiliary Panel. Houses the wing fold switch, hook handle, hydraulic pressure gauge, and

standby caution and warning indicators.

8) Electrical Panel. The left and right generator and batter switches, as well as the battery gauge.

9) Environmental Control (ECS) Panel. Various controls related to bleed air, cabin pressurization, and

engine and pitot anti-ice.

10) Interior Light Panel. Controls for main and console lighting, the light test switch, and interior NVG

compatibility mode switching. Note that the caution and warning intensity functions as well as the

map lighting serve no purpose in the VRS F/A-18.

11) Aerial Refueling Store Panel. If an AA42R “buddy tank” is loaded on the aircraft, this panel is used to

power and control fuel transfer to and from the ARS.

12) Sensor Panel. Controls primary power to the radar and FLIR systems.



The various consoles in the VRS F/A-18E can be seen and accessed either by panning the view, or from

the Views-->View ModeCockpit menu. Several cameras are provided to focus on individual panels

throughout the aircraft.

2.3.3 Cockpit Interaction

The majority of knobs and switches in the cockpit are operated by the mouse wheel, or by simply left or

right clicking as follows:

Left-Clicking moves switches UP or LEFT.

Right-Clicking moves switches DOWN or RIGHT

Mouse wheel UP translates to clockwise (incrementing) knobs, and upwards rocker action in

switches.

Mouse wheel DOWN translates to counter-clockwise (decrementing) knobs, and downward

rocker action in switches (like right-clicking).

2.3.4 Hands-On Throttle and Stick (HOTAS)

The Hand-On Throttle and Stick (HOTAS) concept is designed to allow the pilot to interact not only with

flight controls, but also to manipulate avionics and weapons systems without removing his/her hands

from the controls in order to push a button elsewhere. This system isn’t perfect, but it does allow almost

completely keyboard-free interaction with weapon and radar systems. Of course in order to take

advantage of HOTAS you need a separate stick and throttle with an abundance of buttons which can be

assigned to keystrokes.

Interacting with the displays through, for example, a cursor control mounted on the throttle, means you

would assign the arrow keys to a 4-6 position switch and then use the switch to in-turn send those arrow

key signals. We then intercept the arrow keys (and all other keystrokes) in a special mode called Key

Command Mode.

The HOTAS system uses various cursors and indicators to give feedback to pilot as to where control is

assigned.

2.3.5 Key Command Mode

Most functions in the cockpit, including DDI and UFCD buttons, HOTAS switches, and a variety of other

commands essential to operating the aircraft can be initiated by the use of a custom keystroke mode

called Key Command Mode. In fact some functions require key command mode, such as those which

would be found on the stick or throttle assemblies (HOTAS) of the F/A-18E.



Key command mode is toggled on/off by the [SHIFT-CONTROL-M] combination by default. When key

command mode is active, a solid TDC Priority Diamond (located in the upper-right corner of the

display with priority) will appear. When it's off, the TDC diamond will be hollow. Another way to verify

if key command mode is active is to press the [TAB] key several times, and observe if the solid TCD

priority diamond is moving between displays. We will explain more about TDC priority below.

Key command mode overrides all other FS keys which share the same mapping. For example, by default

the [A] key is mapped to “View (next in current category)” in MSFS. If you try to use the [A] key in key

command mode, your view will not change. Of course you can remap the command in the ACM, or even

disable it. See the ACM guide at your leisure for instructions on changing key command mode

keystrokes, but please do not change them prior to running this tutorial.

The VRS F/A-18E was designed to be run strictly from key command mode. All the features of the F/A-18

you’ll ever need are mapped to a specific key or combination of keys. Even individual pushbuttons on

displays can be accessed from key command mode.

All key command mode functions are re-mappable via the ACM. But take great care in doing so as you

don’t want to interfere with basic FSX keys which control critical functions like view modes.

2.3.6 Throttle Designator Controller/CURSOR (TDC)

In the F/A-18, the pilot has what's known as a Throttle Designator Controller (TDC). This is a switch,

usually mounted on the throttle, which controls the position of a TDC Cursor [] on various displays,

and to designate targets or make selections all without removing a hand from the throttle control. TDC

control is mapped to the [ARROW] keys in key command mode. Moving the arrow keys with TDC

priority on a display that accepts TDC Slewing, will move the TDC cursor on that display.

2.3.7 TDC Slewing

The TDC can be slewed (moved up/down/left/right) by using the [ARROW] keys from key command

mode. By assigning the arrow keys to a 4-6 position HOTAS button, the TDC can be slewed hands-off.

2.3.8 TDC Designation/Undesignation

The TDC is often used to designate targets in various displays and the HUD. Pressing the [ENTER] key

with the TDC cursor over the target will make a designation. To undesignate a target, press the [SHIFT-

NOTE: When Key Command Mode is active, all Flight Simulator assignments which share the same

mapping(s) are overridden.



DELETE] key combination. In addition, all visible targets can be cycled through simply by pressing

[ENTER] without the TDC cursor over a target.

2.3.9 TDC Priority

The TDC system works by assigning the TDC actions to a particular display. It can be assigned to the left

and right DDIs, the UFCD, the MPCD, or even the HUD. This mechanism is called TDC Priority. The display

with TDC priority will be indicated in the upper-right corner by a solid diamond in key command

mode, or hollow diamond if not in key command mode. All TDC slew and designations are then

performed on the selected display.

TDC priority is cycled between displays in three ways by default:

1) Mouse Click. Simply by clicking the mouse in the display you wish to assign TDC priority.

2) [TAB] Key. Pressing [TAB] cycles priority between displays.

3) [CONTROL+ARROW] Keys:

o [CONTROL –UP]. Assigns TDC priority to the HUD.

o [CONTROL –DOWN]. Assigns TDC priority to the UFCD.

o [CONTROL –LEFT]. Assigns TDC priority to the LDDI.

o [CONTROL –RIGHT]. Assigns TDC priority to the RDDI.

2.4 DDI PHYSICAL FEATURES

Before getting airborne we'll spend a little time familiarizing you with the Digital Display Indicator (DDI)

operation, and use some Horizontal Situation Indicator (HSI) functions to set up navigation for our

mission.



The DDIs are tri-color multi-function CRTs which are used for the majority of support and tactical

functions in the aircraft. The F/A-18 legacy, or “baby” hornet, was perhaps the first true “glass” fighters,

and the F/A-18E is even more so. Throughout this tutorial we'll refer to the LEFT DDI and RIGHT DDI as

LDDI and RDDI respectively.

1) Mode Selection. With the mouse cursor hovering over the knob, rotate the mouse wheel up to

increment, and down to decrement the knob. You can also left and right-click. The DDI mode affects

display brightness as follows:

o OFF: Turns the display OFF. Note that turning the display completely off will save some

fractional frames, but that wouldn't be much fun, would it? Any position other than OFF will

power the display as well as the multiplex bus connecting it to the master computers (MC).

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o NIGHT: Dims the display to an appropriate level for night operations.

o AUTO: Dimming of the display becomes a function of the panel light switch; if the panel

lights are ON, the DDI switches to NIGHT mode. If the panel lights are OFF, the DDI switches

to DAY mode.

o DAY: Brightens the display to an appropriate level for day operations.

2) TDC Priority Diamond. Indicates the given display has TDC priority. A solid diamond means key

command mode is active, a hollow diamond means it's inactive.

3) Pushbuttons (PB). Each DDI is surrounded by a bank of twenty pushbuttons numbered from 1 at the

lower-left just above the brightness knob, clockwise to 20. These will subsequently be referred to as

PBnn where nn is a number between 1 and 20.

4) TAC/SUPT Labels. Indicates the current DDI top-level and referred to as TAC (Tactical) and SUPT

(support). Pressing the MENU option [PB18] from TAC will bring up the SUPT page. Likewise pressing

MENU from SUPT will bring up the TAC page.

5) Contrast Knob. Increases/decrease the foreground contrast of the display. Note that subsequent

use of the DDI mode knob will return to contrast to its default level for that mode.

6) Brightness Knob. Increases/Decreases the overall brightness of the display. Note that subsequent

use of the DDI mode knob will return to brightness to its default level for that mode.

2.4.1 DDI Menu System

The DDIs each have 2 top-levels referred to as TAC (Tactical) and SUPT (Support). These are the DDI

“home” pages. TAC contains options for combat-oriented systems such as radar and stores

management, and SUPT is used to access non-combat functions such as navigation and maintenance

modes.

Branching off these two top levels are a number of DDI sub-levels. Sub-levels are generally referred to as

Formats, or Pages. Again, these are categorized as either tactical or support oriented. Pressing MENU

from any sub-level will almost always return to either TAC or SUPT depending on the sub-level. There is

however one case where MENU won't return to a top-level; if there's an engine parameter which is out

of spec, the MENU option will change to ENG, and pressing it will bring you straight to the Engine ENG

format. If the out-of-spec condition ceases or the engine format has been accessed, the MENU option

will return to normal.


46 Basic Navigation

2.5 BASIC NAVIGATION

2.5.1 Horizontal Situation Indicator (HSI)

The Horizontal Situation Indicator (HSI) should not be an unfamiliar piece of equipment for most real

and “sim” pilots. The basic functions are not dissimilar to those found in civilian aircraft. There are

however a number of unique functions specific to the F/A-18. The HSI is the primary navigation interface

in the aircraft, and it's available on all four primary display screens (except in certain “Lite” modes).

LDDI PAGE: SUPT. Press PB18, the MENU option (center, bottom row) until the word SUPT

appears on the DDI. It may already be shown.

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47 Basic Navigation

LDDI PAGE: HSI. Press PB2, the HSI option (second from the bottom on the left side of the DDI)

until the HSI page appears on the left DDI.

The HSI can be oriented Track-Up (shown), North-Up, or Decentered by pressing the MODE option [PB3]

followed by the TUP, NUP, or DCTR options. In NUP or TUP, the selected Scale (SCL) [1], represents the

distance from the Ownship [5] to the inner edge of the Compass Rose [13]. Therefore in TUP or NUP, the

display is actually showing over twice the total “area” that the scale setting implies.

1) HSI Scale. The current display scale in nautical miles. Pressing PB8 will decrement the scale from

160nm down to 5nm, and finally back to 160nm, reducing the scale by 50% per depression.

2) TACAN Data Block. These 3-5 lines of text show information related to the currently tuned

navigation station. If no station is tuned, the line(s) will either be blank or display INV. Shown (top to

bottom) are bearing/distance, ETE, station identifier.

3) Lubberline. The aircraft's longitudinal axis heading. Note that this is not the same as ground track

pointer (4).

4) Ground Track Pointer. Shows the aircraft's current Ground Track. Ground track is corrected for

relative wind and crab angle. This is the actual course the aircraft is traveling over the ground.

5) Ownship/Speed Data. Ownship (center), true airspeed (left) and ground speed (right). Not shown is

Required Ground Speed which relates to the Time On Target (TOT) option which will be covered

later.

6) Selected Waypoint/Target/OAP. When Waypoint Steering (WPT) is enabled, the currently selected

waypoint is displayed as a solid circle. Unselected waypoints are displayed as hollow circles. When a

waypoint becomes a Target Waypoint (TGT), the symbol is a diamond (shown).

7) Unselected Waypoint. Unselected waypoints are displayed as hollow circles, and unselected targets

are displayed as hollow diamonds.

8) Heading Select Indication. The current Heading Select (HSEL) value and, if selected for display, Zulu

Time, Local Time, Elapsed Time, or Countdown Time appear in this location.

9) Heading Select Bug. Indicates the current heading select (HSEL) bearing. The HSEL value can be

adjusted by rotating the mouse wheel over the HSEL digits in the lower left corner of the HSI [8], or

by typing the value directly into the UFCD and touching HDG.

10) Waypoint Data Block. These 3-5 lines of text show information related to the currently active

waypoint. If no waypoint exists, no flight plan is loaded, or the MC is unable to compute the

required value, the given line will either be blank or display INV.

11) Waypoint Bearing Tail. Shows the reciprocal heading from the selected waypoint when WPT

steering is enabled.

12) Selected Waypoint Indication. Shows the currently selected waypoint (0-7) when WPT steering is

enabled. Pressing PB12 and PB13 increments and decrements the current waypoint.


48 Basic Navigation

13) Compass Rose. The Compass Rose is a 360 degree heading indication used as the reference for the

lubberline and/or ground track pointer. The digits around the circumference of the rose individually

rotate such that they always appear vertically oriented.

14) Sequence Lines. The legs between waypoints which are shown when Sequence Steering (SEQ) is ON

(boxed). This is analogous to flight plan steering in a GPS. When SEQ steering is OFF (unboxed), you

are essentially flying a direct-to route and the sequence lines are removed.

15) Waypoint Bearing Pointer. Shows the direct heading to the selected waypoint when WPT steering is

enabled. The waypoint bearing pointer rotates around the interior of the compass rose.

16) Course Selection. The current Course Select (CSEL) value appears here as well as Courseline

Deviation (just above CSEL) in nautical miles. Course selection is only valid in TCN (TACAN) steering

mode. The Courseline Arrow (not shown) is visible when TCN steering is enabled and rotates through

the VOR to selected OBS.

2.5.2 Navigational Steering Modes

The basic paradigm of navigation in the F/A-18 is a concept called the Steering Mode. There are 3

primary steering modes in the VRS, F/A-18E as well as several sub-options. Steering modes are all

mutually exclusive; when in any given steering mode all other modes are disabled in favor of the

selected mode.

2.5.3 TACAN (TCN) Steering Mode

TACAN (TCN) Steering is activated by pressing PB5 from the HSI page. Symbology and steering cues in

the HUD and HSI are tailored to VOR and TACAN (Tactical Air Navigation). When TCN Steering is enabled,

and a valid TACAN is tuned, a TACAN symbol in the HSI (not shown) indicates the geographical position

of the station. All TACAN information is displayed on the upper-left corner of the HSI display.

When TACAN steering is enabled, and the station is within the range scale of the HSI, a Courseline Arrow

(not shown) will appear and can be rotated by moving the cursor over the display and rotating the

mouse wheel. This is the OBS radial setting for both visual and autopilot reference. The courseline will

pivot around the TACAN/VOR symbol while remaining coincident with the compass rose boundaries.

2.5.4 Waypoint (WPT) Steering Mode

When Waypoint (WPT) Steering is enabled, waypoints are plotted and steering cues, autopilot, and

targeting relates to the currently selected waypoint. There are 3 types of waypoints: Waypoints (WPT),

Target Waypoints (TGT) and Offset Aimpoints (O/S). These various waypoint types will be described in

detail in the navigation section, but we'll utilize all three types in this tutorial so you can get your feet

wet. All of the following modes are subsets of the WPT steering mode and are mutually exclusive:


49 Basic Navigation

Sequence Steering. The default waypoint steering sub-mode. When enabled [PB15], all

waypoints and the corresponding flight plan legs between them are plotted. The autopilot (A/P)

will follow the flight plan route proceeding from the currently selected waypoint to the next,

automatically selecting the next waypoint as the previous waypoint is overflown (AUTO mode).

Auto-Sequential Steering. Selected by default when SEQ steering is enabled. AUTO [PB16]

toggles the auto-sequential behavior described above. When this option is disabled (unboxed),

the MC will not automatically select the next waypoint in the sequence. If the A/P is enabled

and coupled to the sequence, the aircraft will hold over the current waypoint until another is

selected.

Direct-Great Circle Steering. Enabled when SEQ steering is not. This is analogous to flying a

“direct-to” route using a GPS. Only the currently selected waypoint is shown when flying a direct

route, and all legs are removed from the display. The A/P will fly directly to the waypoint rather

than following the sequence (flight plan).

2.5.5 Designating a NAV Target (HSI)

Perform the following steps while referring the HSI image above. Symbology and features shown will

vary based on a number of factors, but following symbology applies to waypoint steering mode.

HSI SCALE: 160. Press [PB8] at the top-center of the DDI until SCL reads SCL/160.

STEERING MODE: WPT. Press [PB11] to enable waypoint steering mode and observe that KPDX

is displayed in the upper-right corner of the display. You should see the actual waypoints (2 of

them) displayed in the HSI at their relative locations. They will appear as small solid or hollow

circles. If you don't see them, make sure your SCL setting [PB8] is at 160.

SELECT WPT: WPT:1. Press [PB12] and [PB13] until waypoint 1 is displayed (it may already be).

DESIGNATE NAV TGT: WPT:1. Press the DSG option [PB14].

We just designated WPT 1 as a Navigation Target (TGT). In addition to initializing weapon employment

calculations, this tells the Mission Computer (MC) that we would like this waypoint to act as a Hostility

Zone, meaning certain navigation aids in that area are going to act as surrogate SAM and/or AAA sites.

The WPT label (adjacent to PB11) will have changed to TGT indicating this waypoint is now a target

waypoint. There are targets other than NAV targets, but for now we'll proceed to upset the inhabitants

of Portland, Oregon.


50 Getting Airborne

2.6 GETTING AIRBORNE

2.6.1 Rig Caution

When you first enter the cockpit the left DDI (LDDI) may be displaying one or more yellow cautions. One

of these cautions – RIG, will appear each and every time you fly. The RIG caution is there to warn you

that the flight control computers haven’t yet received input signals from the controls. The secondary

purpose of this caution is strictly simulation related, and that’s to ensure that General Realism is set to

full. This isn’t to force you to alter your play style; this is to ensure that the flight model is using all

available resolution. Failure to set General Realism full-right WILL result in erratic flight characteristics.

This does not mean you need to turn on crash detection or any other realism setting.

To clear the RIG caution:

CONTROLS: SWIPE. Move the stick left/right/up and down. The RIG caution should clear. If it

does not, check to make sure General Realism is set fully to the right in FSX Realism settings.

2.6.2 Configuring for Takeoff

KEY COMMAND MODE: ON. Verify that we're in key command mode by pressing [TAB] and

observing that the solid TDC priority diamond (located in the upper-right corner of any given

display) is moving between displays. If not, press [SHIFT-CONTROL-M] to enter key command

mode and press [TAB] several times to cycle TDC priority to the right DDI (RDDI).

NWS: LO. Ensure Nosewheel Steering (NWS) is ON (it should be by default) by pressing the [N]

key from key command mode. The NWS cue should appear in the HUD to indicate lo-gain

nosewheel steering is on. The F/A-18 has 3 nosewheel steering modes:

o NWS. Normal, low-gain nosewheel steering.

o NWS HI. High-gain nosewheel steering designed for maneuvering on a carrier deck.

o OFF (no indication). Nosewheel steering is disabled.

SEAT: ARMED. Press [CONTROL-S] until you hear a slight click. If the seat is not armed and the

throttle is advanced, a Master Caution Tone will be heard, the Master Caution Lamp will

illuminate, and the words CK SEAT will appear in 150% yellow text on the LDDI.

FLAPS: HALF. Use your usual flap controls (or the custom command [F]) to set HALF flaps. Note

that setting a flap position doesn't necessarily mean they're going to that position; in the F/A-18

it's more like asking permission from the FCS. Land-based takeoffs should always be performed

with flaps HALF.

T/O TRIM: SET. Press [CONTROL-T] to activate Takeoff Trim. An acknowledgment tone will

sound and an ADV-TRIM advisory will appear in the lower left of the left DDI. All advisories for


51 Getting Airborne

everything from autopilot modes to engine anti-ice appear in this location. If there are more

advisories than will fit, they will “spill over” to the right DDI. The same goes for cautions.

The amount of trim set by invoking T/O trim is entirely dependent on the launch bar position.

The launch bar should of course be UP, but if it’s not, press [B] until it is.

PARKING BRAKE: RELEASE. Release the parking brake by pressing [.].

THROTTLES: MAX. If there are no cautions when the throttles are advanced, continue the

takeoff run. In the event of a master caution, abort the run and re-check that the previous 4

conditions have been met.

ROTATE: 135-145 KCAS. Airspeed is located in the large boxed area on the left side of the HUD.

Note that the minimum calibrated airspeed displayed is 48 KGS.

Rotation is accomplished with mild aft stick assuming correct T/O trim was set (flaps HALF).

Contrary to some of the misinformation floating around about “auto-takeoffs” in Hornets, that

is a myth when it comes to land-based operations. Aft stick is required and always has been.

CLIMB ANGLE: 12-15°. Pull back on the stick until the Velocity Vector ([16], below) is coincident

with the 15 degree Pitch Ladder rung ([18], below).

GEAR: UP. Again, a number of myths have appeared over the years in various forums saying the

landing gear will automatically retract as airspeed increases. Not true. Raise the gear

immediately with the [G] key, and well before you reach 240 KCAS.

FLAPS: UP. Note that failure to manually retract the flaps will have no adverse impact. The flaps

will auto-retract into Up and Away (UA) mode at 240 KCAS regardless of flap handle position.

We will go into great detail regarding the CAS Flight Modes in subsequent sections.

AIRSPEED: 350-400 KCAS.

HEADING: 160-170. Begin a 180 degree turn towards the south (180).

ALTITUDE: 10,000 FT. Level out at FL10.

SIM: PAUSE.

CAUTION: Normal land-based takeoffs should always be performed with flaps HALF to prevent over-

rotation. Carrier catapult launches should always be performed with flaps FULL.


52 Common HUD Symbology

2.7 COMMON HUD SYMBOLOGY

The basic Navigation HUD will vary based on gear position, but the following components are common:

1) Heading Scale/Tape. The 30° Heading Scale shows your current heading (true or magnetic,

depending on current settings). A tape format provides natural trend information. The scale is used

in conjunction with the heading caret.

2) Heading Caret. The Heading Caret [] just below the tape is the heading reference point. 30° of

heading are shown at any given time.

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3) Waterline Symbol. The Waterline Symbol represents the aircraft longitudinal axis. It is located 4° up

from the optical center of the HUD and is aligned with the tops of the airspeed and altitude boxes.

When the gear is down or AOA exceeds 12°, the waterline symbol appears as a reference.

4) Airspeed Box (KCAS). Calibrated Airspeed is indicated airspeed corrected for installation and

position error. The minimum reported value is 48 KCAS.

5) Ghost Velocity Vector. When sideslip exceeds 2.5°, AND the velocity vector is caged, the Ghost

Velocity Vector appears and shows the true lateral flight path.

6) Angle of Attack. Shows Angle of Attack (AOA), also known as incidence alpha ().

7) Mach. When the gear is UP, show aircraft current Mach number.

8) Aircraft g. When the gear is UP, show aircraft g. Peak g (not shown) appears below current g when

current g exceeds 4.0.

9) Angle of Attack Bracket. The AOA Bracket has 3 “rungs” which correspond to the AOA for approach

and landing. When the top rung is aligned with the left “wing” of the velocity vector, the aircraft is

SLOW (too much AOA), then the center rung is aligned, the aircraft is ON SPEED (AOA=8.1). When

the bottom rung is aligned, the aircraft is FAST (too little AOA).

10) Time. Shows Local time, Zulu Time, a Countdown Timer, or Elapsed Timer, depending on UFCD TIME

settings.

11) Command Heading Marker. The Command Heading Marker is a steering cue referenced to the

heading tape 1. It shows the steering point bearing relative to your current heading. The command

heading marker moves non-linearly in order to provide ample roll-out time to the commanded

heading. If the current steering point is a target, the command heading marker will be a diamond,

otherwise it will be a vertical line |.

12) Vertical Velocity. Just above the altitude box is the vertical velocity in feet per minute. VV will only

appear in NAV master mode.

13) Altitude Box. Shows barometric or Radar Altitude (RALT), depending on settings. When radar

altitude is selected for display an 'R' will appear to the right of the altitude box. If for any reason the

radar altitude becomes invalid, a 'B' will appear and flash to warn the pilot that radar altitude is no

longer valid and barometric altitude is being substituted. If barometric altitude is selected for display

(default), nothing will appear here.

14) Horizon Bar. The Horizon Bar is used in conjunction with the Velocity Vector [16] to indicate aircraft

attitude. Just as in the real aircraft, the horizon bar will not always appear on the visual horizon

simply because the Earth is round. This is perfectly normal. Remember, this is a reference pitch

attitude; if the horizon bar were on the visual horizon at FL300 and the waterline of the aircraft

were lined up with it, you would be rocketing towards the ground! When the VV is above horizon

bar, you are ascending, below descending.



Note that the horizon bar is extended to the periphery of the HUD when the gear is down. This

is called the Extended Horizon Bar (shown).

15) Energy Caret. The Energy Caret < shows your acceleration/deceleration. It's positioned relative to

the velocity vector [16]. When the energy caret is pointing directly at the “right wing” of the velocity

vector your airspeed is neither increasing nor decreasing. When it's below the “right wing” you're

decelerating, above, accelerating.

16) Velocity Vector. The Velocity Vector is perhaps the most important single indication in the HUD. It's

quite literally where the aircraft is flying at any given time. On non-naval aircraft this is referred to as

a Flight Path Marker. The velocity vector relates to the pitch ladder and the two are inseparably tied

together as a single functioning unit. When the VV is above the horizon bar, the aircraft is ascending,

when it's below, descending. Technically speaking, the velocity vector is alpha (angle of attack), and

beta (sideslip) plus wind correction. Maneuver the aircraft to place the velocity vector where you

want to fly, and the aircraft will follow.

17) Right Data Block. This area shows information such as auto throttle cues, NAV point ID and distance

(shown), and target/weapon-specific data.

18) Pitch ladder. The Pitch Ladder is a series of “rungs” which act as a reference for the velocity vector.

The pitch ladder is normally tied to the velocity vector and will shift both horizontally and vertically

with beta and alpha respectively. Each rung is spaced exactly 5° apart in the FS world. It's very

important to note that this pitch ladder and spacing between each rung is calibrated to the FS world.

This is important for a number of reasons which will be explained under more advanced topics.

Ladder rungs are solid above the horizon, and dashed below. Each rung is angled towards the

horizon at an angle half that of the flight path angle. This is designed to aid in orientation during

high angle or inverted maneuvers, denoting the severity of the attitude. Like the velocity vector,

the pitch ladder can be caged to the waterline from NAV master mode.

19) Bank Angle Pointer. Indicates the bank angle relative to the bank angle scale.

SIM: UNPAUSE.

AUTOPILOT: ON. (FSX default [Z]).

AUTOTHROTTLE: ON ( [CONTROL]+[R]). The Auto throttle (ATC) cue should appear in right HUD

data block.


55 Up-Front Control Display

2.8 UP-FRONT CONTROL DISPLAY (UFCD)

The UFCD, or Up Front Control Display, is the Communications and Navigation Interface (CNI) for:

Communications

Navigation

Transponder

ILS

Autopilot

The UFCD can also serve as a backup DDI,

providing all the same functions available on

either DDI. The top level of the UFCD is called

the CNI Top Level. It is essentially the UFCD’s

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“homepage.”

From the CNI top level, pressing any of the data buttons [11] will bring up a sublevel from which various

other options bay be set. From any sublevel, pressing the CNI button [13] will return to the CNI top level

(shown).

1) COMM 1 Volume Knob. Rotate to power the COMM 1 radio.

2) Keypad. A virtual keypad used to enter data into the scratchpad.

3) COMM 1 Channel Knob. Rotate to cycle through COMM 1 preset channels.

4) COMM 2 Channel Knob. Rotate to cycle through COMM 2 preset channels.

5) COMM 2 Volume Knob. Rotate to power the COMM 2 radio.

6) ID Button. Press to indent the transponder/IFF interrogator.

7) Brightness Knob. Rotate to power/increase/decrease the UFCD brightness level.

8) Contrast Knob. Rotate to increase/decrease the UFCD contrast level.

9) Symbology Knob. Not implemented.

10) Scratchpad. The Scratchpad echoes information entered on the keypad for verification prior to

entry. Data entered into the scratchpad is verified for validity and formatted based on the current

task.

11) Data Buttons. The ten data buttons to the right of the keypad are used for sub-level specific

functions. Data buttons generally allow for toggling options on/off. Two of these data buttons (top-

right and bottom right) are dedicated to the COM radios. Pressing these buttons from any level will

go directly the COMM 1 or COMM 2 sub-levels.

12) Corner Highlight. When a system is powered ON, a corner highlight appears in the upper-left corner

of the data button of any given option. In this case, the IFF is powered.

13) CNI Button. The CNI button is available from all UFCD sub-levels and will always return the UFCD to

the CNI top-level. If the UFCD is already at the CNI top-level, and the full non-”lite” UFCD option is

enabled from the ACM preferences, a DDI option will display here which will place the UFCD into

DDI mode when pressed..

14) EMCON Button. Press to enter Emissions Control (EMCON) Mode.

2.8.1 Autopilot Sub-level

We're going to use the CNI to change autopilot modes. The autopilot should already be on, but if it's

not, don't worry. We can verify that it's on in a moment. We want to hold our current altitude and start

tracking towards KPDX.



UFCD PAGE: [CNI]>A/P. Bring up the autopilot (A/P) sub-level by pressing the A/P option button

from the CNI top level. The A/P sub-level will appear (below).

AUTOPILOT: CPL SEQ/BALT. Press the CPL SEQ (couple sequence) and BALT (barometric altitude

hold) options. CPL SEQ will couple the autopilot's roll axis to the current sequence (route), and

BALT will hold the current barometric altitude at the time of engagement.

Verify that the CPL SEQ [1] and BALT [2] options are now border highlighted by a light green box

As you come around to intercept the track to waypoint 1 (KPDX), observe the command heading marker

in the HUD. This marker indicates the desired course to the waypoint.

AUTOPILOT: ENGAGE. Press the [Z] (FSX default) key to engage the autopilot if it’s not already

on.

UFCD PAGE: [CNI]. Press the CNI button to return to the CNI top level.

You can verify the autopilot is on by looking for a corner-highlight in the A/P option button. In addition a

yellow ADV- BALT, CPL SEQ legend will appear in the lower left

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corner of the left DDI. These are called Advisory messages.

The autopilot should now be on and following the sequence towards KPDX. If you wish you can pause

the simulation now, or continue on course while you read further.


59 A/A Radar Basics

2.9 A/A RADAR BASICS

2.9.1 Sensor Sub-panel

The sensor panel, located on the left-rear console as shown below, is used to access the RADAR power

knob as well as FLIR functions. In order to operate the radar the switch must be rotated to the right to

the OPR position. Use a left-click or mousewheel UP to rotate to the right. This applies to all switches

and knobs in the Superbug.

SENSOR PANEL: Look at the sensor (SNSR) panel from the rear area of the right console.

RADAR: OPR. Rotate the RADAR knob to the OPR position.


60 A/A Radar Basics

2.9.2 A/A Radar Format

If you're using a “Lite” avionics option in the ACM, the RDR format will only be available on the RDDI,

otherwise it can be accessed from the LDDI or even the UFCD. Regardless, we're going to open it on the

RDDI.

RDDI PAGE: [TAC]>RDR. Bring up the radar format on the RDDI by pressing [PB5] from the TAC

page. If you don’t see the TAC label, press MENU until it’s visible. Now press the label that reads

RDR ATTK.

RADAR MODE: RWS. Bring up Range While Search (RWS) mode by pressing [PB5] until the radar

mode reads RWS ([2], below).

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61 A/A Radar Basics

1) Elevation Scan (BAR) Volume. Controls the number of vertical “sweeps” the radar takes before it

begins another pass. Each “BAR” is approximately 2.5° in diameter, so a 2-BAR sweep would cover 5°

of sky. The more BARs are scanned, the longer the radar cycle takes to complete. If a target is above

or below the scan limit it will not be detected.

2) Radar Mode. The radar mode (Range While Search in the example image), can be changed by

pressing [PB5]. Radar modes and simplified explanations are as follows:

3) B-Sweep. The B-Sweep is a vertical line that tracks left and right to indicate the current azimuth

(left/right) position of the radar.

4) Elevation Caret. This symbol moves vertically to indicate the current elevation of the radar dish with

respect to the nose of the aircraft

5) Radar Contact. In this example of the Range While Search (RWS) radar mode, the contacts are

displayed as a synthetic “bricks”. When we refer to a radar return as synthetic, we mean that

contacts are not displayed as a chaotic “jumble” of raw return data, but rather a clean, computer-

generated symbol which represents post-processed data. For example weather radar may very well

display raw data as a mass of pixels, but attack displays interpret that data and provide easy to

interpret symbology instead.

6) Azimuth Scan Volume Setting. Just as the BAR scan controls the vertical portion of sky searched, the

azimuth scan controls the horizontal search volume. The azimuth displayed is the total (left + right)

scan volume on either side of the aircraft. In this example, the azimuth scan is 40° on either side of

the nose of the aircraft for a total of 80°. The maximum azimuth volume which can be scanned is

140° depending on mode and BAR setting.

Both BAR and azimuth work together to find targets, but it's important to know that there is a

maximum limit to how much area can be scanned in total (BAR and azimuth combined). As you

adjust one setting, the other may shrink in size in order to meet these volume requirements.

Different radar modes have different maximum scan volumes.

7) Radar Range Scale. The radar scale is controlled by pressing [PB11]. In the example, the Range Scale

is set to 80 nautical miles. It's important to point out here that this is only a range scale, not a range

setting. The radar always operates at its maximum effective range, which is approximately 80nm or

more depending on the size of the contact. The scale setting only adjusts the scale of the display

relative to the outside world, not the actual range the radar is searching. In any radar system, actual

range is determined by the power of the system and the size and/or aspect of the contact(s).

8) Range scale reference lines. These horizontal marks (3 of them) are used as a reference in

determining the approximate range to a contact. For example if the contact falls vertically near the

center reference line and the range scale is set to 40nm, the contact is roughly 20nm away.


62 A/A Radar Basics

2.9.3 Radar Modes Overview

The radar operates under a number of modes designed for specific purposes. Some of these modes are

designed to search, while other are better at tracking. We'll discuss all of these modes in great detail

under Air-To-Air Operations, but briefly, these are:

Velocity Search (VS). Finds targets effectively at long range as long as they have high closing

velocities.

Range While Search (RWS). A good overall mode for finding contacts out to about 80nm.

Track While Scan (TWS). A tracking radar mode that is very good at giving a detailed picture of

every contact including relative range, relative aspect, target altitude, and closing velocity.

Single Target Track (STT). This is the radar's high update-rate tracking mode. This mode is not

entered directly, but is entered automatically when a target is “locked up” either manually from

TWS mode, or by an ACM mode.

Air Combat Maneuvering (ACM). These are preset search volumes designed to lock up targets

at short range very quickly. When ACM mode is entered, the radar will immediately lock up (go

to STT mode) on the first target it sees.

RAID. RAID mode can be compared to an extreme “zoom.” It's designed to discriminate

between single contacts and groups of contacts which might otherwise be misinterpreted as a

single target. RAID works only from TWS mode (described below).


63 A/A Radar Basics

2.9.4 Track While Scan (TWS) Radar Mode

Track While Scan (TWS) is perhaps the most versatile combat radar mode and the one we will most

commonly be using. It's called track while scan, because the radar is tracking a number of targets while

continuing to search for other targets. This means it's focusing a little extra energy on the targets it

knows about then it would normally use for a pure search mode.

This extra attention gives the system more time to evaluate

things like the target aspect (heading relative to ours). For the

purposes of this tutorial, I recommend staying in TWS mode.

NOTE: If the radar is currently SILent as indicated by a large “iron cross” (not shown) in the lower

left corner of the display, press the SIL button (PB7) until it's unboxed, and the b-sweep is

moving.

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64 A/A Radar Basics

When in TWS, the display will look similar to the image below, with these primary features:

1) Elevation Scan (BAR) Volume. Current vertical search volume setting. Exactly the same as RWS

mode.

2) Radar Mode. The current Radar Operating Mode.

3) Target Relative Altitude. In this case it's 6.0 or 6000 feet above us. If the target were 300 feet below

us, it would read -0.3. All radar modes, with the exception of VS, are range versus azimuth formats.

not boresight formats. We will discuss the boresight format a little later under HARM operation. So

the relative altitude of each target is not visually apparent in the display despite the fact that the

information is there as a numeric value.

4) L&S Target/HAFU Symbol. The Launch and Steering Target (L&S) is the “primary target” the radar is

focusing its attention on. If a missile were to be released at any given time, the L&S would be the

first target. Other secondary and tertiary targets can exist as well. HAFU stands for Hostile

Ambiguous, Friendly, Unknown. In the VRS Super Hornet, we do not go to great lengths to

distinguish between these 4 categories, as our available traffic information is limited. We will surely

upgrade this in the future, but for now, all targets are considered Unknown under most conditions.

The HAFU has 4 major features as follows:

o Target Mach. To the left is a 2-digit number which indicates the target's percentage of

mach. The example is traveling at 0.2 mach.

o L&S Symbol. In the center is a star symbol which indicates that this is the Launch & Steering

Target. If you were to fire an AMRAAM as this moment, and it's caged to radar, this would

be the target it steers towards.

o Aspect Pointer. The small line, or Aspect Pointer, just below the star indicates the target's

relative heading. Since this is a B-scope display, the entire bottom of the display is

essentially your aircraft's nose. If the aspect pointer is pointing straight down, that target is

heading directly towards you.

o Target Altitude. To the right of the HAFU is a 2-digit number indicating the target's absolute

altitude. In the example above, it's at 8000 (08) FT. If it read 30, it would be at 30,000 FT.

5) Azimuth Scan Volume. This is the same as describe above under RWS, however in TWS the total

volumes are smaller in order to allow the radar to update contact information faster.

6) L&S Target Heading. This is the heading the target is on, not the bearing to the target from your

aircraft.

7) Target Closing Velocity (Vc). In this case the target is closing at 684 knots. The closing velocity is a

vector sum of your aircraft's speed and the target aircraft's speed.

8) MSI Option [PB16]. In the VRS Super Hornet, the MSI option is essentially a cheat. Pressing (boxing)

this option shows all radar targets currently within the entire 140 degree azimuth limit of the radar.


65 AAM Employment

2.10 AAM EMPLOYMENT

As we head Portland, let’s see if we can't clear the sky of some of these

nasty airliners. Surely they must contain at least some terrorists, and our

President, in all of his wisdom, has given us the “weapons free” order

to shoot one down.

2.10.1 Master Arm Panel

On the far left of the main instrument panel you'll find the Master

Arm Panel (right). The master arm panel has the following functions:

1) Fire Extinguisher Discharge Button. Discharges fire retardant

into the avionic and engine bays.

2) Air-to-Air Master Mode Button. Enters A/A master mode

(landing gear UP). Default key equivalent: [M] to cycle.

3) Air-to-Ground Master Mode Button. Enter A/G master mode

(landing gear UP). Default key equivalent: [M] to cycle.

4) Master Arm Switch. Enables “weapons free” launch and

command functions. A weapon will not fire or launch unless

master arm is enabled and weight is off the wheels. Default key

equivalent: [CONTROL-A] to toggle.

5) Emergency Jettison Button. Immediately jettisons all stations

except the wing tips (station 1 and 11) and fuselage “cheek” (5

and 7) stations. Default key equivalent: [SHIFT-CONTROL-J].

2.10.2 Master Modes

The F/A-18E has 3 primary operating, or Master Modes: Navigation

(NAV), Air-to-Air (A/A), and Air-to-Ground (A/G). The A/A and A/G

master modes are available only with the gear up. The NAV master mode is entered automatically

whenever none of the other modes are operating, or the landing gear are down.

The master mode determines what HUD and display symbology is visible, as well as what weapons are

available for selection (if any). When you switch master modes, you're essentially telling the MC which

functions you'd like to perform. The computers then set up default displays which are most appropriate

for the task at hand.

MASTER MODE: A/A. Press the A/A button once, or until A/A is illuminated.

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MASTER MODE: NAV. Press the A/A button a second time. You are now back in NAV master

mode. NAV master mode doesn't have a button of its own; it's the default mode whenever

you're not in either AA or AG master mode, or any time the gear is down.

MASTER MODE: A/A. Press the A/A button one more time and verify that we're in A/A master

mode by observing the green AA lamp in the button has illuminated.

MASTER ARM: ARM. Click the Master Arm Switch near the bottom of the arming panel.

As soon as you entered A/A master mode, the SMS page should have been brought up automatically. If

for some reason you don’t see the SMS display on the LDDI, press MENU [PB18] until TAC is displayed in

the bottom-center of the LDDI, then press SMS [PB5] on the left.

Let’s switch weapons so we can concentrate on a BVR shot.

2.10.3 Stores Management System (SMS)

The Stores Management System (SMS) page provides for selection of weapons based on the current


67 AAM Employment

master mode. When in A/A master mode, all A/A weapons, including the cannon, can be selected and

cycled through.

1) Gun Rounds. The remaining number of rounds in the cannon.

1) Selected Station Box. The currently selected weapon is Boxed, indicating it's the weapon “under the

trigger”, or ready to fire.

2) Master Arm State. This large cue will read either ARM or SAFE depending on the master arm state.

3) Weapon Step Option. Steps through all available weapons of the same type.

4) Weapon Select Option. Selects the next available weapon of a different type as long as it's the same

class (A/A, or A/G, depending on master mode).

5) Cage/Uncage State. This option is boxed if the current weapon is caged, and unboxed if it's uncaged.

More on caged vs. uncaged in a moment.

WEAPON: AIM-120. Press the WPN option [PB15] until an AIM-120 (AM) is selected. A box will

appear over the selected station indicating that is the currently selected weapon.

WEAPON: CYCLE. Press STP [PB14] to cycle through all the weapons of the same type.

2.10.4 Caged vs. Uncaged Firing Modes

If you look in the HUD now, you'll see that the symbology has changed considerably from the navigation

mode we were previously in. It should be showing a large segmented circle at the HUD center, as well as

the words AM x near the bottom. X is the number of AIM-120s on board.

Under AM x may be the word VISUAL. Whether it’s there or not depends on wheter the radar has a

target or not, and whether the AIM-120 is currently caged. Again, VISUAL indicates that the AMRAAM is

either not currently caged to the radar with a valid DT (target), OR it’s in the uncaged firing mode. When

VISUAL, it will track the first target it acquires using its own on-board radar. It will then home in without

any further control. Let me rephrase: It will track without any control. It could quite literally destroy the

first target it picks up after becoming active, and there's nothing we could do about it. Most weapons

have both caged and uncaged firing modes so that they can be employed without radar if need be.

SMS MODE: CAGED. Press (box) the CAGE option [PB17] from the SMS page, or press

[CONTROL-U]. The AIM-120 is now caged to radar. The segmented circle and the word VISUAL

may still remain depending on whether or not the radar is on and there is an L&S target

currently locked.

RDDI PAGE: [TAC]>RDR. If the RDDI is not displaying the RDR page, return to it now.


68 AAM Employment

RDR MODE: TWS. If you're not in TWS mode, press [PB5] until the legend reads TWS.

RDR SCALE: 40nm. Press PB11/PB12 until the range scale just above the arrows reads 40.

A/P: OFF. Use your default FS A/P toggle ([Z] FSX default) to disconnect the autopilot. Verify the

A/P is off by looking for the absence of autopilot advisories in the lower left LDDI and/or no

corner highlight on the A/P option of the UFCD CNI top level.

2.10.5 Acquiring an Airborne Target

We're looking for a target that is not too close and not too far. Based on the current range scale (40nm),

we would be looking for something to appear about halfway up the screen or more.

RADAR: AQUIRE. Begin slowly turning until a target [7] appears. If a target has not appeared by

the time you've made a 360, try increasing the BAR setting [PB6] in order to scan a larger

vertical volume.

If that still doesn't work, press the MSI option [PB16]. MSI, or Multi-Sensor Integration, is essentially a

cheat mode in the VRS Super Hornet. In the real aircraft it links external surveillance aircraft and ground

radar systems to your own aircraft's systems. It works much the same way here, but it shows everything

currently visible.

Assuming we now have a target, the radar display should look similar to the image below:

HEADING: ADJUST. Turn the aircraft to keep the HAFU Target Symbol [7] centered horizontally

in the screen.

SIM: PAUSE.

2.10.6 Radar TWS AIM-120 (caged) Symbology

As you can see in the example display below, the target is acquired, and just about 30 nm out. Your

target may be closer or farther, and that's fine. Vertically along the left and right sides of the radar

display are small horizontal ticks, 3 of them on each side of the display, which divide the display into 4

vertical sections. These are designed to help you judge the range of the target. Since our example range

is 40nm, each “section” is 10nm. Use these ticks as a guide for estimating range. The screen above

shows the TWS AIM-120 symbology and the major components are as follows:

1) Target Heading. This is the targets heading, not the target's bearing from you.


69 AAM Employment

2) Launch Envelope Bar. The minimum and maximum ranges based on the currently selected weapon

and radar range scale.

3) Target Relative Altitude. Altitude relative to ownship. Positive values are above. In thousands of

feet.

4) Steering Dot. As long as the steering dot is inside the ASE circle [8], the geometry is acceptable for a

shot.

5) Selected Weapon/Count.

6) Target Closing Velocity (Vc). The vector sum of your velocity and the target's velocity.

7) HAFU. Hostile Ambiguous, Friendly, Unknown. This represents the Launch and Steering Target. In

the SE version of the VRS F/A-18E, a HAFU only has one, generic meaning, and the symbol will

always be a star and an inverted “U”.

8) Azimuth Steering Error (ASE) Circle. The Azimuth Steering Error (ASE) circle, used in conjunction

with the Steering Dot, represents the weapon's vertical and horizontal employment envelope.

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70 AAM Employment

2.10.7 HUD AIM-120 (caged) Symbology

When we acquired a target in TWS, the radar automatically designated it as the Launch and Steering

Target (L&S). You didn't have to “lock it up”, and in fact it's not locked up at all. The radar is still scanning

for additional contacts and you may even have multiple contacts on your screen. But the one we're

concerned with right now is the L&S target.

The HUD will have also changed dramatically from the previous uncaged (VISUAL) state, showing

symbology similar to what's on the radar screen. All of these components represent a group of targeting

symbology known as the Normalized In-Range Display, or NIRD.

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71 AAM Employment

1) Azimuth Steering Error (ASE) Circle. The Azimuth Steering Error circle, part of the NIRD symbology,

is used as a reference for the steering dot.

2) Steering Dot. As long as the steering dot is inside the ASE circle, the geometry is acceptable for a

shot.

3) Maximum Range Indicator. Used in conjunction with the relative range (11) bar to indicate the

maximum range firing envelope.

4) Selected Weapon. In Air-To-Air master mode, the currently selected AAM (or GUN) will appear here.

5) Minimum Range Indicator. Used in conjunction with the relative range bar to indicate the minimum

range firing envelope.

6) SHOOT Cue. When the selected target is within range and the steering error margin of selected

weapon, SHOOT will appear directly above the Target Designator Box (TD).

7) Target Designator (TD) Box. The TD box represents the target's location in 3D. If the target is

outside the bounds of the HUD, the TD box will flash at the edge of the display coincident with the

location of the target.

8) Closing Velocity (Vc). The rate in knots at which ownship and the target are closing. This figure is

based on the vector sum of both aircraft.

9) Target Range. Range to the target in nautical miles.

10) Time of Flight. The estimated time of flight for the weapon under the trigger (pre-launch).

11) Relative Range bar. This bar rotates within the ASE circle circumference and shows the target's

relative range. When the range bar is between the minimum and maximum range indicators, the

weapon is in range for firing.

12) Selected Weapon/Count. Shows the selected weapon and weapon count. Note that air-to-ground

weapons may not display in this area.

SIM: UNPAUSE

Continue to fly towards the target until you have a SHOOT Cue in the radar and HUD (located just above

the TD box.

TRIGGER1: FIRE

Watch right data block in the HUD as the TOF (Time of Flight) changes to TTA (Time to Active). This is the

time until the missile goes completely self-sufficient using its on-board radar. Once the missile is active,

TTA will change to TTG (Time To Go). When the timer reaches zero, the missile will be near the target

location.


72 AAM Employment

The radar format on the RDDI, should also be showing a triangular missile Flyout Symbol [2] moving

towards the target [1]. This shows the actual missile's position relative to the target. If you've done

everything right, in a few seconds you should be hearing the sound of an impact and the contact will

drop off the radar.

NOTE: If weapons are reloaded (SHIFT-CONTROL-W), the killed A/A target list will also be reset,

and those targets will again be visible to radar.

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73 Radar Warning Receiver Basics

2.11 RADAR WARNING RECEIVER (RWR) BASICS

If you are continuing from a previous saved flight, it will be necessary to re-set KPDX as a target hostility

zone. If you are continuing from the previous section, please skip the following 5 actions.

The Radar Warning Receiver (RWR) is an RF detector which operates very similar in principal to how the

average “fuzz buster” works; only it senses radio (radar) emissions in 360° around the aircraft.

FLIGHT PLAN: LOAD. KSEA TO KPDX.

AIR TO GROUND MODE: Select. If not already in A/G master mode, press the A/G button on the

arming panel or press [M] to cycle to A/G master mode. If The A/G Master Mode button does

not illuminate, check to make sure the gear is UP.

RDDI PAGE: [SUPT]>HSI. Bring up the HSI on the LDDI.

STEERING MODE: WPT. Press [PB11] and ensure that WPT steering is boxed.

WAYPOINT: WPT:1 Ensure waypoint 1 (KPDX) is selected.

DESIGNATE TARGET: WPT:1 Press the DSG [PB14] option to designate WPT1 as a target

waypoint.

As we continue to approach PDX, our target area, we need to be increasingly vigilant regarding possible

SAM activity.

RWR: ON. Turn on the RWR by pressing [R] from

key command mode. If you're not in key

command mode, press [SHIFT-CONTROL-M] and

try again. You can verify that the RWR is ON by

bringing up the EW page as follows:

RDDI PAGE: [TAC]>EW. Bring up the EW (Early

Warning) page from the TAC level on the RDDI. If

you don't see the EW option press MENU until

TAC is displayed and then press [PB17].

Upon activating the RWR a low, single tone

should be heard indicating a new contact, or

series of contacts have appeared. Contacts are

identified as a two letter symbol such as SA, CW,



AA, etc. By this time there should be a few of them on the EW display (described below). If there aren’t,

ensure the RWR is ON by repeating the previous few steps. Every time a new contact appears, another

tone will annunciate (as long as the RWR is switched on).

Although we’ll be talking about the DDI EW format for this exercise, there is a second radar warning

receiver display located below the Right DDI (above right). When the RWR is powered, this display will

turn green and the letter N, for “Normal” operation will appear in the center of the display.

2.11.1 Early Warning (EW) Format

The EW display is the visual picture of what the RWR is seeing. It’s a

360 degree top-down oriented display with your aircraft at the

center. Since the RWR works much like any radio receiver, the range

of the contact is not known, but the azimuth is. In fact the range to a

contact is impossible to determine without triangulation. For this

reason, Target Of Opportunity (discussed below, under HARM

employment) attacks on radar installations, do not involve known

ranges. About the best we can do is make an educated guess. We'll

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talk more about the difference between targets of opportunity and Pre-briefed targets shortly when we

employ a HARM missile.



Major features of the EW display are as follows:

1) Chaff Count. The number of chaff bundles remaining in your ALE-47 dispensers. Pressing C will

release a single chaff bundle.

2) Beam Maneuvering Cue. These pairs of solid rectangles on each side of the display are used as an

aid in aligning your aircraft's beam (left or right side) with a hostile emission. When evading missiles,

it's usually always desirable to fly as perpendicular to the hostility as possible. Doing so increases the

angle-off between you and your foe/missile, thereby making it much more difficult for the hostile to

maneuver to an intercept angle. When a missile in incoming, turn the aircraft until the hostile is

aligned with one of these pairs of bars.

3) Ownship. In this top-down view, the ownship symbol represents the aircraft position, with

emissions displayed 360° around it.

4) CMDS Programming options. The Countermeasures Dispensing System (CMDS) can be used to edit

and step through a series of countermeasures programs.

5) Flare Count. The number of IR flares remaining in your ALE-47 dispensers. Pressing [F] will release a

single flare.

6) RWR Contacts. Contacts can appear anywhere around your aircraft in 360°. They are positioned

based on bearing and signal strength.

7) Limit Option. This option limits the number of displayed targets to 8 instead of the normal 12. The

higher priority targets remain, while less threatening targets are blanked. The LIM option is shared

with that of the HARM TOO and SP formats of the SMS (discussed below). Pressing LIM on either

page performs the same action.

8) Critical Band. Contacts are positioned just outside this circle when RWR logic feels they are

becoming Critical. This would include radars which are directing enough energy at your aircraft to be

consistent with active tracking, but probably haven't yet fired a missile. Contacts will appear inside

this area when they are considered Lethal. Lethal contacts are those which are emitting signals

consistent with command guidance.



2.11.2 Counter Measures Dispensing System (CMDS) Format

The Countermeasure Dispensing System (CMDS) is part of the Integrated Defense and Electronic

Countermeasures IDECM suite on board the aircraft. This includes the Airborne Jammer (ASPJ), ALR-67

Radar Warning Receiver (RWR), as described in the previous section, and the ALE-47 chaff and flare

dispenser, which we’ll describe here. All of these components talk to each other and are interfaced

through the CMDS and EW formats on the DDIs.

ALE-47 POWER: ON. The ALE-47 is the dispenser for flare and chaff. Power should be on by

default, but if you cannot dispense flare or chaff in the following sections, you can toggle it by

pressing [SHIFT-K].

CMDS PROGRAM: EDIT. From the EW page, Press the EDIT option [PB19].

A single chaff or flare can be released at any time, but that's usually not enough to get the job done, and

constantly mashing keys monopolizes your hands at what could

potentially be a life-threatening time. There is a better way,

through the use of a “program”, to dispense a series of

countermeasures automatically: Enter the Counter Measures

Dispensing System (CMDS) page. We can use this format to edit

the type, number and intervals of countermeasures dispensed by

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the ALE-47. Using just a single keystroke, the program will execute the program, freeing us to do other

things.

1) EW Page. This option will return to the previous (EW page) from which this page was entered.

2) Item Selection. Selecting (boxing) one of these items, allows you to adjust its value via the UP

[PB12] and DWN [PB13] options. In the example, FLR (flares) is selected and the UP/DWN options

will increase/decrease the number of flares to be dispensed per repeat cycle.

3) Repeat Option. Pressing this button [PB2] sets the number of times the selected program will

repeat.

4) Interval Option. Pressing this button (PB1) sets the spacing in seconds between each repeat cycle.

5) Program STEP Option. Pressing this button (PB20) cycles through each CMDS program. A total of 6

programs can be stored.

6) Value Increment/Decrement. Pressing these options UP [PB12] and DWN [PB13]

increments/decrements the currently selected item (chaff, flare, repeat count, or interval) [2].

7) Program Detail. The currently selected program (1/6 in the example), the number of chaff and flare

to be dispensed, the number of times the program will repeat the cycle, and the interval between

each cycle.

CHAFF: SELECT. Press [PB4]. CHF should now be boxed.

CHAFF COUNT: 4. Press [PB12] until CHAFF count in area [7] reads 4.

FLARE: SELECT. Press [PB3]. FLR should now be boxed.

FLARE COUNT: 2. Press [PB12] until FLARE count reads 2.

If you wish, press [PB2] followed by [PB12] to increase the repeat (RPT) count. This is the

number of times the program will execute. The INT option sets the number of seconds (25ms

resolution) between program cycles.

RDDI PAGE: EW. Press [PB5] to return to the EW page.

To test our CMDS program, press [K] from key command mode. We can still drop individual chaff/flares

with [C] and [D].

As we continue to approach the target area, things may start to get busy. Within 30nm of KPDX, some of

our RWR contacts may go critical or lethal. When this happens, an alternating high/low tone will be

heard from the RWR.

TARGET: INGRESS: Continue to fly towards the target until you hear the high/low missile

warning tone.



SIM: PAUSE.

TIP: If your aircraft is damaged at any time during this tutorial either by pilot error, or battle

damage (lethality should be off by default) SHIFT-CONTROL-R will repair your aircraft

immediately.


80 HARM Employment

2.12 HARM EMPLOYMENT

At this point a hostile threat should be targeting you. If it isn't, continue to fly towards KPDX until you

are within approximately 30nm. When you're being “lit up”, you should see and hear some changes:

A HARM should have automatically been selected and the hostility targeted. The HUD should be

displaying the word HARM near the top, just under the heading tape. If it's X'd out, enable the master

arm switch (See Master Arm Panel). The only thing left to do would be to pull the trigger and wait for

the HARM to impact the target. If you haven't already pulled the trigger, don't!

If for some reason a HARM has not been selected automatically (the LDDI does not look similar to the

image below), then proceed to select a HARM as follows:

LDDI PAGE: [TAC]>SMS>HARM. The LDDI should

already be displaying the SMS HARM format and TDC priority

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81 HARM Employment

should be assigned to the LDDI. If not press the HARM option from the TAC display.

TDC PRIORITY: LDDI. Press [TAB] repeatedly or [CONTROL-LEFT-ARROW] until a diamond

appears in the upper-right corner of the LDDI.

2.12.1 HARM Self-Protect (SP) Mode

All of the previous events took place because we were in the default HARM mode called Self-Protect

Mode, or SP. SP mode will drop whatever you're doing as soon as a critical or lethal threat is detected,

arm a HARM and wait for you to fire. The down side to this is that if you're currently targeting

something else with another weapon, that operation will be terminated in favor the HARM firing

sequence. What we want to do for now is override this behavior.

SP OVERIDE: SELECT. With the HARM display active on the LDDI, press HRM-OR [PB16], to

activate the HARM Self-Protect Override function.

Once you've overridden SP mode the word PLBK will be displayed on the HARM SMS format and HUD

indicating that SP mode is active, but being pulled-back. Much like the leash on a dog, we're holding our

Rottweiler at bay.

The HARM Display is a boresight format with the nose of your aircraft at the center of the display. The

term boresight is analogous to what one might see looking down the barrel of a shotgun, or in this case,

down the “barrel” of the HARM missile itself.

1) Selected Station. The wing station number the currently selected weapon is on. Can be cycled with

the STP option [PB14].

2) HARM Mode. The boxed option represents the current HARM targeting mode (Self-Protect, Target

of Opportunity, or Pre-Briefed).

3) Field of View Arrow. These left and right pointing arrows, which may or may not be visible on your

display, indicate additional threats are present outside the field of view of the HARM missile. In this

example, there are threats left and right of our HARM maximum field of view. The HARM can't see

them, but the RWR can.

4) Target Designator Box. The currently selected target. Note that only TOO mode supports direct TDC

selection of targets. In SP mode the target is selected automatically based on threat criteria. The TD

box will change to a dashed border if the target does not have sufficient energy for the HARM to

lock onto. In other words, the RWR sees it, but the HARM does not.

5) Limit Option. Limits the number of displayed targets to 8 instead of the normal 15. The higher

priority targets remain, while less threatening targets are blanked. The LIMIT option is shared with

that of the EW page. Pressing LIMIT/LIM on either page performs the same action.


82 HARM Employment

6) PLBK Cue. When a pullback conditions exists, and HRM-OVRD is boxed (ON), PLBK appears here.

When HRM-OVRD is unboxed (OFF) and a pullback condition exists, HARM appears here.

7) HARM FoV Boundary Indices. These 4 indices represent the HARM maximum field of view. When an

RF source is outside these indices, the HARM may no longer see it, although the RWR can.

8) HARM Self-Protect Override Option. As previously explained, the HRM-ORIDE option is available

from every SMS page no matter which weapon is selected. This allows overriding the SP protection

during weapon delivery so that other ordinance can be delivered without interruption.

2.12.2 HARM Target of Opportunity (TOO) Mode

The TOO display is identical to the SP display, above. TOO, or Target of Opportunity mode is so named

because it allows you to fire on any given target you happen to run into. It's important to understand

that unlike SP mode, TOO does not require that an emitter be actively tracking you, only that it's turned

on and emitting energy.

WEAPON: HARM. If a HARM isn't currently selected, press the WPN [PB15] option from any SMS

page until it is.

HARM MODE: TOO. Enter TOO mode by pressing TOO [PB4].

If there are no emitters on the display, maneuver the aircraft towards either the left or right arrow [3]

until something comes into view. If no arrows are visible and there are no targets on the display, make

sure the RWR is still on with the [R] key.

TARGET: AS REQUIRED. Move TDC cursor over any visible emitter by moving the [ARROWS]

keys. The HARM TD box will appear in the HUD after a target is selected from the TOO

format.

HEADING: ADJUST. Turn towards the TD box until it's centered in the HUD.

TRIGGER1: FIRE!

At this point you may be asking yourself why there is no information being shown in the HUD (or

anywhere else) about range, time of flight, or time to go to the target. There's a good reason for that,

TIP: Weapons can be reloaded at any time by pressing SHIFT-CONTROL-W from key command

mode.

NO WORKIE?: If for any reason the weapon fails to release, and you’re sure that MASTER ARM is ON

[CONTROL-A] and the gear is UP [G], please check your steps under Assigning Triggers in

Section I: Getting Started.


83 HARM Employment

because although we see an emitter on the HARM display and perhaps the EW page as well, it may not

be within range of the HARM. We don't know whether a target is within range or not because the

detected emitters are just energy waves, and not the actual source of the energy. HARMs operate by

homing in on the energy vector of the target. They don't know how long they're going to have to fly to

reach it, and neither do you. However, there is another way...

2.12.3 HARM Pre-Briefed (PB) Mode

What if we already know based on intelligence, where these RF emitters are geographically located?

Fortunately there is a way to give the HARM the same information.

HARM MODE: PB. From the HARM format, press [PB3] until PB is boxed.

The display will change to something resembling the Iron Bomb format. In the VRS Super Hornet, all

known radar threats are loaded into the Stores Management Computer (SMS) at startup. This means

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84 HARM Employment

we're fortunate enough to have geographical coordinates and type data for all ground based RF sources.

1) Selected HARM Mode (Pre-Briefed). Self-explanatory.

2) Target Designation Option. This option is used to designate a target from the pre-briefed list after

selecting the target with the UP/DWN options (PB12/PB13) .

3) Target Data Area. The data provided will change based on whether or not the HARM has been

launched yet:

o IN RNG. Displays when the designated pre-briefed target is within the range/altitude limit of

the HARM.

o TOF. Time of Flight of the missile under the trigger. This the estimated time it will take for

any un-launched missiles to strike the target.

o FLT. Flight time of the missile in the air.

o TTG. Estimated flight time remaining before the missile in the air strikes the target.

4) Target UP/DOWN Options. Pressing UP/DWN traverses the list of pre-briefed targets. Once a

target is selected, the TGT option can be used to designate it.

5) Target Selection Program. This area displays information about the currently selected target. The

LABEL and STATUS areas show the type of target (Semi-Active Radar Homing in the

6) Target Status. A pre-briefed emitter may have one of 3 statuses associated with it:

o ACTIVE. The emitter has not been fired upon and is currently active.

o TARGET. The emitter has been targeted with the TGT option.

o ENGAGED. The emitter has been fired upon and may be destroyed.

SELECT TARGET: <30nm. Press UP [PB12] and DWN [PB13] to cycle through pre-briefed targets,

and observe RNG [6] until a suitable target within a relatively close range (20-30nm) appears.

TARGET: DESIGNATE. Press TGT [PB1] to designate the target. STATUS will change to TARGET

indicating this is now the current target.

HEADING: ADJUST. After the target is designated, a Command Heading Diamond will appear in

the HUD indicating the direction to turn in order to line up with the target. Turn the aircraft

toward the diamond.


85 HARM Employment

As you approach within 20° of the PB target's bearing, a vertical Azimuth Steering Line (ASL) will appear

in the HUD (below) which corresponds to the target's azimuth (horizontal orientation). If you don't see

the ASL, continue turning until you do.

Along the vertical length of the ASL is a pair of horizontal lines. These represent the minimum and

maximum range of the HARM and are displayed relative to the velocity vector. When the velocity vector

is between the lines, the target is in range. A target diamond will also be visible somewhere along the

length of the ASL. This represents the actual location of the target in 3D space.

1) Azimuth Steering Line (ASL). Represents horizontal (azimuth) position of the target.

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86 HARM Employment

2) PLBK Cue. We previously placed the HARM into HARM-OVERIDE mode so that we could freely

engage targets of our choosing without the HARM automatically selecting targets for us.

3) Minimum Range Bar. When the velocity vector is above this line, you are within minimum range

restrictions.

4) Target Designator Diamond. This symbol represents the physical location of the target.

5) Command Heading Diamond. The command heading diamond is visible any time there's an A/G

target designated in A/G master mode. Steer towards this cue if the target is not visible on your

current heading.

6) Maximum Range Bar. When the velocity vector is below this line, the missile is within maximum

range.

7) In-Range Indication. This area will show IN RNG as long as the minimum and maximum range

restrictions are met.

8) Time of Flight (TOF) or Time to Go (TTG). Shows Time of Flight (TOF) if the weapon under the trigger

has not been launched, and shows Time to Go (TTG) post-launch.

9) Selected Weapon. Self-explanatory.

10) Range To Target. Range to the selected target in nautical miles. Note that this will only appear in

pre-briefed mode, since otherwise the HARM/RWR has no way of knowing the range to the target.

HEADING: ADJUST. Turn toward the diamond-shaped command heading marker in the HUD [5]

until the ASL [1] and TD diamond [4] appear.

TGT RANGE: MONITOR. Wait for IN RNG [6] to appear in the right data area of the HUD.

TRIGGER1: FIRE!

You may have noticed by now that none of these “mock” SAM sites has had much of a temper; they

made noise in the RWR, but didn't actually shoot back. In Section 3: Aircraft Configuration Manager,

we'll explain how to arm SAMs and AAA within the hostility zones, changing their behavior from benign

noise-makers to truly lethal entities which can fire on, and potentially damage your aircraft.


87 Bomb Employment

2.13 BOMB EMPLOYMENT

With our SEAD mission complete, we'll start back towards KSEA. Along the way, we're going to expend

some of our extra ordinance by delivering some virtual bombs on the Hanford nuclear power station

NW of Richland, WA. Disclaimer: We are not using real bombs, and VRS asserts no malice towards the

U.S. DoE by the selection of this handy and juicy target.

2.13.1 Entering Custom Waypoints

You may remember at the beginning of this tutorial we created a simple 2-waypoint flight plan from

KSEA to KPDX. We're going to add a new waypoint by modifying that flight plan “on the fly”.

LDDI PAGE: [SUPT]>HSI>DATA>WPT. Bring up the HSI Waypoint Data Page on the LDDI as

shown above by pressing the DATA [PB10] option from the HSI page.

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88 Bomb Employment

HSI DATA: WPT. Press WPT [PB7] [4] to select the Waypoint (WPT) Data Page.

The waypoint data page shows detail about the currently selected waypoint:

1) UFC Option. Pressing this option brings up the Waypoint Data Entry Format on the UFCD for

adding/deleting waypoints in the sequence manually by latitude/longitude.

2) GPS Option. Pressing this option brings up the GPS Insertion Format for inserting GPS-based

“nearest” waypoints into the current sequence.

3) Datum Option. Pressing this option cycles through the various datums available for the UTM

coordinates of the Military Grid Reference System (MGRS) display.

4) Waypoint Data Page Option. Pressing this option brings up the waypoint data page.

5) Waypoint ID. The selected waypoint ID number and label.

6) Waypoint Latitude. Latitude of the selected waypoint in HMS format.

7) Waypoint Longitude. Longitude of the selected waypoint in HMS format.

8) Military Grid Reference. The location of the selected waypoint in MGRS format.

9) Waypoint Elevation. The elevation of the selected waypoint in feet.

10) Target Waypoint Sequence Symbol. This symbol shows where within the current sequence the

target waypoint (if it exists) is.

11) Sequence Option. If SEQ is boxed, navigation will take place between waypoints sequentially via

what’s called Sequence Steering Mode. Think of it as a “normal” flight plan where each waypoint has

a leg connecting each other waypoint. If SEQ is unboxed, navigation will take place in a “direct-to”

format, where the selected waypoint will be flow to directly, and all steering cues are directly

toward the waypoint rather than through a route.

12) Scratchpad. Latitude and longitude may be entered here, followed by the N,S,E,W options which

appear after lat/lon entry.

13) Keypad. The keypad is used to enter numeric data into the scratchpad.

14) INSERT Option. Places the UFCD into sequence insertion mode, from which additional waypoints

may be entered into the sequence.

LDDI UFC OPTION: PRESS. Press [PB5], the UFC option ([1], above) to bring up the Waypoint

Data Entry Page on the UFCD (below).

NOTE: You MUST have a flight plan loaded before any waypoint changes may be made in flight. It

doesn’t matter what the flight flan is, but one must be loaded. Waypoints cannot be edited,

added, or removed without some flight plan loaded.


89 Bomb Employment

You should begin to see how all the displays in the F/A-18E are tightly integrated. The DDIs talk to the

UFCD and vice versa through what's known as the Communication and Navigation Interface (CNI). The

UFCD, in addition to the autopilot functions we used it for previously, can also be used to enter

navigation data. Enter the coordinates for our next target:

WAYPOINT DATA: INSERT OPTION. Press the INSERT option [3].

WAYPOINT DATA: LATITUDE. Using the keypad [2], enter the following coordinates: 4-6-0-2-2-1.

You'll see the coordinates echoed in the scratchpad [1]. If you make a mistake, press the CLR key

once to erase the last character entered, or twice to erase the entire entry.

WAYPOINT DATA: ENT KEY. With the first set of coordinates entered in the scratchpad, press

ENT.

WAYPOINT DATA: N KEY. With the latitude entered, we must now tell the MC if our destination

is in the northern or southern hemisphere. You'll notice the keypad has changed to reflect the

new options (N/S/E/W). Press the N option on the UFCD.

WAYPOINT DATA: ENT KEY. Press the ENT option.

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90 Bomb Employment

WAYPOINT DATA: LONGITUDE. Once again using the keypad, enter the following coordinates for

longitude: 1-2-2-5-3-1-6.

WAYPOINT DATA: ENT KEY. Press the ENT option.

WAYPOINT DATA: W. With the longitude entered, we must now specify whether it's east or west

of the prime meridian. Press the W option.

WAYPOINT DATA: ENT. Press the ENT option.

2.13.2 NAV Target Designation

We've just entered a custom waypoint into the sequence, giving us a total of 3 waypoints (0-2). Now we

simply need to designate our new waypoint (WPT 2) as a NAV Target so that steering and targeting

information can be passed to the weapon systems. We've actually done this before at the beginning of

the flight, but we did it via the HSI's DSG option. This is simply another method of performing the same

task.

WAYPOINT: 2. On the LDDI, press the UP/DWN options [PB12]/[PB13] until the selected

waypoint reads 2.

WAYPOINT DATA: TGT OPTION. On the UFCD, press the TGT option [1] (below) on the UFCD

waypoint data entry page.

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91 Bomb Employment

WAYPOINT DATA: 2 KEY. Press the 2 key on the keypad and confirm that 2 was entered into the

scratchpad [2].

WAYPOINT DATA: ENT. Press the ENT key to confirm the change [3].

2.13.3 Target Ingress

Referring back to the LDDI HSI page, we can have a look at our newly created and designated waypoint,

along with the overall horizontal picture of our sequence/route. Don’t worry if your display isn't

oriented exactly as in the image below. We're going to start tracking towards the target using the

autopilot

Waypoint 2 has now been designated as a NAV target. Let's return to the HSI to have a look at the

overall picture.

LDDI PAGE: [SUPT]>HSI. Bring up the main HSI page (below) either by pressing [PB10] from the

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92 Bomb Employment

HSI waypoint data page (which may still be up), or by pressing MENU until SUPT is visible, then

HSI.

STEERING MODE: TGT. If TGT is not boxed, do so now by pressing [PB11] [4] (below).

HSI: SCALE. Press [PB8], SCL [2], until the filled diamond representing the target [5] is visible.

This should be between 40 and 80nm, but if it's not don't worry. Just cycle SCL until the diamond

is visible.

Referring to [3] (above), make a note of the target bearing/distance. This can be seen graphically by the

waypoint bearing pointer [1]. In the example above its 317° magnetic/ 13.3 nautical miles out, but your

actual bearing and distance will certainly be different.

Now we’ll use the autopilot to fly us into the target area by bringing the A/P sublevel back up on the

UFCD:

UFCD PAGE: [CNI]. If the UFCD is not currently at the top level (it's probably still on the waypoint

data entry page), press the CNI option to return to the top level.

UFCD PAGE: [CNI]>A/P. Bring up the autopilot (A/P) sub-level by pressing the A/P button from

the CNI top level.

The A/P sub-level will appear (below):

AUTOPILOT: CPL SEQ/FPAH Press the CPL SEQ (couple sequence) [1] (below) and FPAH (flight

path angle hold) [3] options.

AUTOPILOT: ENGAGE. Press the [Z] (FS) or [A] (custom) key, to engage the A/P.

Although the autopilot is ON, we can still make adjustments to pitch with FPAH engaged. When the stick

is released, the aircraft will maintain the pitch angle currently set.

ALTITUDE: 5000 FT. Using the stick, pitch up or down by up to 10° and release the stick until you

reach approximately 5000 FT.

AUTOPILOT: BALT. Switch from FPAH to BALT by pressing the BALT option on the UFCD's A/P

sublevel. We should now begin to hold the altitude at the time of engagement, which should be

near 5000 ft. If you’re significantly off altitude, simply move the stick and the A/P will switch

from BALT back to FPAH automatically when you deflect the stick. When reestablished at 5000

feet, press BALT once again.

AIRSPEED: 400 KCAS. Adjust airspeed until 400 KCAS is indicated in the HUD (left box).

AUTOTHROTTLE: AS REQUIRED. If you wish, engage the auto throttle using your usual FS default

key combination. (FS key [CONTROL-R] by default).


93 Bomb Employment

The autopilot should now be flying us towards the new target waypoint. Our distance to the waypoint

will be indicated in the upper-right corner of the HSI and in the right data block of the HUD as xx:TGT

where xx represents the distance in nautical miles.

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94 Bomb Employment

2.13.4 Auto Bombing Mode

Our track to the target will take us over the Columbia River, which is an excellent medium-altitude

ingress for a Level Laydown delivery. A level delivery allows us to approach the target at low altitude and

high speed, and is ideal for releasing the bombs into a structure which has a significant vertical profile.

In order to deliver the bombs from a level attitude, a choice must be made as to the best Bombing Mode

for the job. Begin by bringing up the SMS Format and selecting the weapon we'll be using.

MASTER MODE: A/G. If not already in A/G master mode, press the A/G button on the arming

panel (See Master Arm Panel).

MASTER ARM: ARMED. If not already armed, toggle the master arm switch to the armed (up)

position.

LDDI PAGE: [TAC]>SMS. Select the SMS page on the LDDI.

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95 Bomb Employment

WEAPON: JDAM. Select a JDAM either directly, by pressing [PB7] [1] (above), or by cycling

[PB15] [6] until JDAM is boxed and the display appears similar to that below.

The “Iron Bomb” SMS format may at first glance appear similar to the HARM PB display we used in the

preceding section. The significant differences are the menu options and release option programming

areas in the lower third of the display.

The F/A-18E has several modes for the delivery of bombs. The current mode is displayed in area [5].

We'll discuss these modes in more detail under Air-To-Ground Operations, but briefly these are:

Manual. This is the simplest, least accurate bombing mode. It's essentially a degraded option

which should be used only in the case of corrupt air data, or some other system damage which

prevents the MC from properly calculating the impact point.

CCIP. Continuously/Constantly Computed Impact Point. This is a flexible and accurate bombing

mode which graphically shows the impact point of the weapon at any given instant. The one

drawback to this mode is that you must be able to see the target in the HUD at the time you

release the weapon(s).

AUTO. This is the best option for level bombing since the target doesn't actually have to be

visible in the HUD when the bombs are released. We're telling the MC where the target is, and

the MC is telling us when to drop the bombs in order to hit it. We'll be using this mode to attack

our target.

OPTION: MODE. Press [PB5], the MODE option [2].

MODE: AUTO. Press [PB12] [3] and/or [PB13] [4] to cycle through the modes until AUTO is

displayed in the program options (CCIP will be replaced by AUTO) [5].


96 Bomb Employment

The AUTO mode HUD appears almost identical to the pre-briefed HARM format we used previously.

Note that the AUTO mode display would be quite different if there were no designated target.

15) Command Heading Diamond. The command heading diamond is visible any time there's an A/G

target designated in A/G master mode. Steer towards this cue until it's aligned with the heading

caret.

1) Velocity Vector. Self-explanatory

2) Azimuth Steering Line (ASL). Represents horizontal (azimuth) position of the target.

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97 Bomb Employment

3) Release Cue. Moves vertically along the azimuth steering line as range to the target decreases.

When the release cue is vertically coincident with the velocity vector, the bombs should be released.

4) Mode Indication. The selected bombing mode.

5) Time to Release (Seconds). The time in seconds (countdown) before the bombs should be released.

When the TTR is zero, it's time to pickle (release) the weapon.

6) Range to Target (NM). Self-explanatory.

7) Target Designator Diamond. Represents the physical location of the target in 3D.

As we approach the target we should begin lining up for the attack. Since we're using GPS-guided JDAMs

and already have a designated target (DT), minor azimuth corrections are not critical. In reality the JDAM

can correct its own flight path quite well after release, but since we're at a fairly low altitude it has

limited room to maneuver before it impacts.

HEADING: AS REQUIRED. Adjust heading until the command heading diamond is aligned with

the heading caret [1]. The azimuth steering line [3] should also be aligned horizontally with the

velocity vector [2].

ALTITUDE: 5000 FT. Altitude should be approximately 5000 FT.

AIRSPEED: 400 KCAS. Adjust airspeed to approximately 400 KCAS.

AUTOPILOT: OFF. Disconnect the autopilot ([Z] or [A] key) when range to the target [7] is

approximately 10 NM or less.

ATTITUDE: WINGS LEVEL, PITCH LEVEL.

As we continue to approach the target, the TD diamond [8] and the target itself will eventually

disappear below the HUD field of view. The release cue will begin to move lower and lower down the

ASL [4] until finally it reaches the vertical position of the velocity vector [2]. The beauty of AUTO mode is

that we're able to remain in level flight, out of harm's way despite not being able to see the target.

TIME TO RELEASE: MONITOR. Monitor the TTR [6] and/or the release cue [4] until the time

reaches zero or the release cue is coincident with the velocity vector. This will occur

simultaneously.

TRIGGER 2: PICKLE! Release 2 weapons by pressing [TRIGGER 2] twice.

MASTER ARM: SAFE. Return the master switch to the SAFE position.


98 Bomb Employment

In a few moments you should hear the sound of bomb impacting the target. Congratulations! By the

way, Homeland Security would like a word with you when you land.

TIP: Feel free to use MSFS slew mode at any time during this tutorial. If you are too close to the

target and wish to repeat the pass, enter slew mode and move back a few miles.


99 Intermediate Navigation

2.14 INTERMEDIATE NAVIGATION

It's time to go home. We're either at or below BINGO fuel by now and most likely receiving HOME FUEL

cautions as well. It would be handy to know how much fuel we'll have remaining by the time we get

home (or IF we can get home at all!).

2.14.1 FUEL Format

Fuel can be monitored either from a DDI, or from the Engine/Fuel Display (EFD). We'll start by taking a

look at the FUEL format on the LDDI.

LDDI PAGE: [SUPT]>FUEL. Select the FUEL format on the LDDI.

The FUEL format is designed to (approximately) mimic the relative internal tank positions in the airframe

and wings. There are a total of 6 internal tanks, and up to 5 external “drop” tanks. Of the 6 internal

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tanks, 2 are Feed Tanks, meaning they feed the engines directly. The remaining 4 internal tanks are

Transfer Tanks, meaning they transfer fuel between each other and the feed tanks.

The following list briefly describes the FUEL format components:

1) Total Fuel (LBS). The total fuel among both internal and external tanks.

2) Internal Fuel. The total internal fuel quantity.

3) Level Indicating Caret. Located to the right of each tank is a caret which moves vertically to indicate

relative fuel level. When the caret is coincident with the top of the tank's outline box, fuel level is

full. When the caret is coincident with the bottom of the tank, fuel is empty.

4) SDC Reset Option. Fuel level indicating and logic takes place in the Stores Data Computer (SDC).

Pressing this option resets the SDC in case of invalid data, a corrupted sensor, or other anomaly. A

transient fuel caution is not uncommon when resetting the SDC.

5) Tank 1. The Forward Transfer Tank. Fuel from this tank is fed to the feed tanks, which in turn feed

each engine.

6) BINGO Level. BINGO fuel is and arbitrary level, set by the pilot. When fuel goes below this level, the

BINGO CAUTION is annunciated. It's analogous to an alarm clock for fuel. In the example, we do not

have a BINGO level set. Bingo fuel level can only be set from the EFD.

7) Tank 2 (Left Feed Tank). The Left Feed Tank feeds fuel directly to the left engine.

8) Right Wing Tank (R WG). The wing tanks transfer fuel to tanks 1 and 4, which in turn transfer fuel to

the feed tanks. Unlike the other internal tanks, the wing tanks can be isolated from the system in

case of a leak via the WING INHIBIT switch on the left console.

9) Tank 3 (Right Feed Tank). The Right Feed Tank feeds fuel directly to the right engine.

10) Tank 4. The Aft Transfer Tank. Fuel from this tank is fed to the feed tanks, which in turn feed each

engine.

11) External Tanks (LM, LI, CL, RI, RM). The bottom row of the FUEL format shows the external tank

quantities (if loaded). External tanks feed all other tanks prior to depletion.

12) Message Area. Any fuel-related messages (other than cautions) are displayed in this area. These

include:

o DUMP OPEN. A fuel dump is in progress.

o INVALID. Fuel quantities are no longer valid due to a problem with fuel level sensing. In this

case, total fuel is estimated and all other values are frozen.

13) Left Wing Tank (L WG). The wing tanks transfer fuel to tanks 1 and 4, which in turn transfer fuel to

the feed tanks. Unlike the other internal tanks, the wing tanks can be isolated from the system in

case of a leak via the WING INHIBIT switch on the left console.



OK, so what's our total fuel and how much do we need to get home? Take a look at TOTAL (1), above. Is

it less than 5000 LBS?

FUEL QUANTITY: ADD. If less than 5000 LBS, press [SHIFT-F] once to add some fuel. Yes, you're

cheating. No, we don't have time to explain how to get fuel from a tanker. Suffice it to say that

soon, you will be able to!

2.14.2 Flight Performance Advisory (FPAS) Format

We're safe (for now). We've got some gas, we've blown up some targets, the weather's been nice, and

we're going to sit down and have a cup of tea with Homeland Security when we get back. But how do

we know we've got enough fuel to get home? Easy. Enter the Flight Performance Advisory System

(FPAS).

LDDI PAGE: [SUPT]>FPAS. The FPAS format can be accessed either directly from the FUEL format

(which may still be displayed), or from the SUPT level of the LDDI as shown.

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The FPAS, often misused and abused in “those other” F/A-18 simulations, is actually useful in the real

aircraft (and the VRS version). Its primary purpose is to help you make the most of your fuel by telling

you how much you're going to have left at any given point, or how much you're using (or would use) at

optimum altitude and speed. It also tells you what your endurance is (or would be) under optimal

conditions.

1) Range Column. Data within this column relates only to range.

2) Endurance Column. Data within this column relates only to endurance.

3) Current Flight Conditions. This area of the display provides current range and endurance, and the

optimal mach number for best range and endurance at the current altitude:

o TO 2000 LB. The current range (nm) and endurance (hh:mm) to 2000 LBS fuel at the

current throttle settings and altitude. If fuel level is below 2000 LBS, the range and

endurance to 0 LBS fuel is shown.

o BEST MACH. The best MN to fly at the current altitude for both range and endurance.

o TO 2000 LB. The resulting range and endurance if the recommended MN is flown. If fuel

level is below 2000 LBS, the range and endurance to 0 LBS fuel is shown.

4) NAV Steerpoint Status. This area, blank if no steering mode and/or NAV point is selected in the HSI,

shows:

o NAV TO. The currently selected waypoint (WPT steering), or TACAN (TCN steering).

o TIME. Estimated time in hours/minutes to arrive over the NAV point.

o FUEL REMAIN. Estimated fuel remaining at the time of arrival.

o LB/NM. Current fuel burn in LBS per nautical mile.

5) Optimum Altitude Conditions. Data within this area of the display predicts flight conditions at the

optimum cruise altitude:

o ALTITUDE. The optimal altitude to fly for range and endurance.

o MACH. The optimal MN to fly in order to achieve either best range or best endurance at the

suggested altitude.

o TO 2000 LB. The resulting range and endurance if the recommended MN is flown at the

recommended altitude. If fuel level is below 2000 LBS, the range and endurance to 0 LBS

fuel is shown.

The algorithms used in the FPAS calculations are not perfect; they are designed to be used in straight

and level, un-accelerated (cruise) flight conditions. Despite that, they are not trivial in their

implementation, and should give you a very good idea where you stand with your fuel state and

available range.



2.14.3 TACAN Navigation

At this point we could just switch back to waypoint 0 (KSEA) and proceed back under WPT steering, but

there's another way we can navigate home using Tactical Air Navigation (TACAN). Unlike civilian

aviation, most military aircraft rely on TACAN. TACAN uses channels instead of specific frequencies, but

their function is almost identical to VOR/DME. Flight Simulator itself has no convention for tuning to

TACAN channels per se, but the navigation aids still exist in the database, and we've expanded on the

use of TACAN to include all VORs as well.

We also provide A/A (airborne) TACAN simulation for use in aerial refueling, however that’s beyond the

scope of this tutorial.

1



In order to use TACAN we must first find the channel which corresponds to a Flight Simulator VOR

frequency. Without going into too much boring detail, TACAN channel consists of a 3-digit integer,

followed by the letter X or Y. X channels cover all frequencies with 0 or 1 decimal places (0 to 9 kHz). Y

channels cover any frequencies which end in 2 decimal places (0.5 kHz). For example frequency 116.80

translates to channel 115X and 116.85 becomes CH 115Y. 116.90 is CH 116X, and so on...

Taking a look at the approach for runway 34R at KSEA (above), we can see that our VOR [1] is 116.8. In

this case since this facility has a VORTAC (combined VOR/TACAN), we can read the TACAN channel

directly off the plate! The channel we want is 115.

There will often be cases where there is no formal VORTAC, but rather a standard VOR. In these cases

we can simply look up the corresponding channel on a paired frequency list. You'll find a complete list in

the MSFS inflight kneeboard (help meni) under keyboard commands, as well as the appendix to this

manual. The ACM also has a list of paired frequencies in the reference section.

2.14.4 NAV Radio Interaction

UFCD: CNI (TOP LEVEL). If you're not already there, return to the CNI top level by pressing the

CNI data button. If the CNI button is not visible, you are already on the CNI top level and it looks

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like the image below.

TACAN: 115X. Enter 1-1-5 into the UFCD scratchpad [1] by pressing the keypad digits with the

mouse. If you make a mistake, just press the CLR key [2] and start over.

UFCD: ASSIGN TACAN CHANNEL. With 115 “loaded” into the scratchpad, “touch” the TCN

option button [3]. The channel should now be entered into the NAV radio and 115X should be

displaying just underneath the TCN label.

We've just preformed what's known as a Quick Entry into the UFCD. A quick entry is a “shortcut” for

assigning values to the various options directly from the CNI top level without the need to actually enter

the specific sublevel for that option.

As handy as quick entry is, it's not always enough to get the job done. For example if TACAN is OFF, or

we need to adjust the channel to a Y-band, we need to go to the TCN Sublevel to make the adjustments.

UFCD: TCN SUBLEVEL. From the CNI top level, with nothing

in the scratchpad, press the TCN option button [3] (above).

1) Scratchpad. We previously entered channel 115 into the NAV radio via quick entry from the CNI top

level. We can see here in the scratchpad of the TCN sublevel, that channel is 115X is selected. If we

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need to change channels from the TCN sublevel, we would type the new channel into the

scratchpad and press ENT.

2) Transmit / Receive (T/R) Mode. In T/R mode, both bearing and slant range are computed to the

selected station. However in hostile environments, when emission control is required, the TACAN

can be placed into a passive, Receive-Only Mode. The NAV radio is automatically placed into RCV

mode whenever Emissions Control (EMCON) mode is activated.

3) Receive (RCV) Mode. In RCV mode, only bearing is computed to the selected station. All range

calculations to the station become invalid.

4) Air to Air Mode (A/A). Used to receive airborne signals (i.e. aerial refueling tankers).

5) TACAN Channel. The current TACAN channel. Pressing this option will swap to the alternate channel

(X or Y).

6) ENT Option. The ENT key is not used from the CNI top level because quick-entry, described

previously, supersedes that function. ENT is more appropriate on sublevels like this one where

there’s usually only one option the data in the scratchpad can be applied to.

7) ON/OFF Option. Applies or removes power to/from the NAV radio. When the system is ON, it will be

indicated by a corner-highlight in the upper left corner of the option (shown).

8) CNI Option. Returns to the CNI top level.

TACAN: ON. Press the ON/OFF option [7] and verify TACAN is powered by observing if the

option is corner-highlighted.

UFCD PAGE: CNI TOP LEVEL. Return to the CNI top level by pressing the CNI option [8].

TIP: In Key Command Mode, the keyboard can be used to enter digits into the scratchpad, as

long as TDC priority is assigned to the UFCD (right-upper corner filled diamond).

NOTE: If you inadvertently enter EMCON at any time during this tutorial (the word EMCON appears

in the HUD), please leave EMCON and ensure the TACAN has not been placed into RCV

(receive-only) mode. If it has, select T/R mode before continuing.



2.14.5 HSI TCN Steering Symbology

Our TACAN channel is entered and powered, so let's get home already...

MASTER MODE: NAV. If not already in NAV master mode (no illuminated buttons on the master

arm panel), please enter it now by extinguishing any lit master mode button (see Master Arm

Panel, page 65).

MASTER ARM: OFF. If the master arm switch is ARMED, switch to SAFE

LDDI PAGE: [SUPT]>HSI. Bring up the HSI on the LDDI. If it’s not already up (see image below),

press MENU (PB17) until the [SUPT] level is displaying, then press HSI [PB2].

STEERING MODE: TCN. Enter TCN Steering Mode by pressing PB5 [1].

If receiving a valid TACAN signal, the TCN data area [1-6], above will populate with data. If not, ensure

that the TCN option [5] is boxed, and that you've performed the previous steps on this page, beginning

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with TACAN: ON, correctly. TACAN is also line of sight, so be sure you’re at a sufficient altitude (5000 ft

should be sufficient to clear any mountains in the area) to receive a signal.

Unlike WPT steering, TCN steering allows for Course Selection (CSEL). This is similar in function to the

NAV course deviation indicator (CDI) on civilian HSI equipment, however instead of a CDI, a Courseline

Arrow [10] is used.

1) Station Identifier/TO-FROM Flag. The alphanumeric station ID followed by a TO-FROM flag which

indicates the orientation of the station as it relates to the currently flown course.

2) Range. The slant range to the selected station in nautical miles.

3) Bearing. The station bearing in degrees magnetic or true (depending on the current setting).

4) ETE. Estimated time en route to the selected station.

5) TCN Steering Mode Enable/Disable. When this option is boxed (PB5), TCN steering mode is enabled.

6) Distance to Descent. The estimated distance in nautical miles based on current altitude when

descent should begin in order to capture a 3 degree glideslope.

7) Bearing Tail. The reciprocal of the currently selected TACAN station’s bearing.

8) CSEL. The currently selected TCN steering course (CSEL) in degrees magnetic or true. This value can

be adjusted by scrolling the mouse wheel with TDC priority to the DDI.

9) Perpendicular Course Error. Often referred to as a cross track error, this is the perpendicular (90

degree) distance in nautical miles the aircraft is off of the CSEL. Negative values are right of course,

positive values are left.

10) Courseline Arrow. The arrow shows the aircraft's position relative to the CSEL. The arrow rotates

such that it is always coincident with the boundaries of the compass rose, while simultaneously

intersecting the TACAN symbol.

11) TACAN Station. The location of the tuned station relative to ownship (center), and based on the

current scale.

12) Estimated Fuel Remaining. The Estimated fuel remaining in lbs at arrival based on current

consumption and ETE.

13) TACAN Bearing Pointer. The bearing to the tuned station.

TDC PRIORITY: LDDI. Assign TDC priority to the LDDI by left-clicking in the display or by pressing

the TAB key and observing that the TDC priority indicator diamond is visible in the upper-left

corner of the display.

CSEL: 341. Rotate the course select (CSEL) [8] by placing the mouse over the display and rotating

the wheel until CSEL reads 341°. This corresponds to the actual runway heading for KSEA 34R.



HSI SCALE: ADJUST. Press [PB8] until the scale is just sufficient to display the TACAN symbol.

2.14.6 HUD Steering Arrow & DOTS

The HUD retains much of the same symbology in TCN steering mode as in WPT steering mode. The one

significant difference is the addition of the Steering Arrow and Dots [2 & 4] (below).

The steering arrow represents the horizontal situation with respect to the selected course. It's a head-up

aid for intercepting and maintaining a course. The steering arrow is tied to the velocity vector and

rotates around it based on the CSEL value. As shown below, the aircraft is to the right of the selected

course and intercepting it at approximately 45°. The arrow moves inward towards the velocity vector as

the distance off course (cross track error) decreases, and farther from the velocity vector as distance

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increases.

The 2 Steering Dots, which rotate with the arrow, represent the degree of courseline deviation, or

distance off course. Each dot represents 4° of perpendicular distance with the outermost dot

representing 8° (full scale deflection). The steering dots are not displayed when the aircraft is on or

nearly on course.

1) Command Heading Cue. Bearing of the selected steering point, corrected for wind drift.

2) Steering Arrow. Oriented top-down, the arrow shows the aircraft's position relative to the selected

course (CSEL). The velocity vector represents your aircraft. If the arrow is directly over the velocity

vector, the aircraft is over the courseline.

3) DME/IDENT. The range and station identifier of the currently selected steering point.

4) Steering Dots. The dots represent the cross track error, or distance in degrees the aircraft position

differs from the intersection of the aircraft heading and the course. The innermost dot represents 4°

(half scale) deflection and the outermost dot is 8° (full scale) deflection. When the aircraft is within

1.2° of course, the dots disappear from the display.

Think of the steering arrow as a top-down representation of the course, and the velocity vector as your

aircraft. As the aircraft approaches the course, the steering arrow begins to shift closer towards the

center of the velocity vector as the course error decreases. When the aircraft is within 1.2° of course,

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ON

COURSELINE

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DEFLECTION

FULL SCALE

DEFLECTION

CROSSING A COURSELINE INTERCEPTING A COURSELINE



the dots disappear from the display. As the aircraft crosses the course, the dots reappear on the

opposite side of the velocity vector (the side the course is on).

HEADING: ADJUST. Steer left or right until steering arrow is roughly perpendicular to your

heading [1]. The arrow may be pointing left or right depending on whether you're east or west

of our northerly (341°) course.

As you get closer to the course (this may take a few minutes depending on distance), the arrow will

begin to deflect inward, toward the center of the velocity vector. When this happens, begin a standard

rate turn in the direction of the arrow. Continue the turn until the steering dots are blanked, and the

orientation of the arrow is similar to [2].

AUTOPILOT: AS REQUIRED. If you wish, engage BALT and CPL TCN A/P modes.

2.14.7 Communications Radios

The F/A-18 is equipped with dual ARC-210 communications radios. The VHF/UHF radios, COM 1 and

COM 2, provide air-to-air/air-to-ground voice communication, and, in conjunction with Automatic

Direction Finding (ADF) equipment, provide a DF function. In the VRS Super Hornet, COM1 and COMM2

operate between the 108.000 and 135.995 MHz frequency bands for voice communications, and

1

5

2

4

3

9 8

7

6

10



190.000 and 999.000 kHz for ADF/NDB.

In the real F/A-18, the radios can be operated in Plain Mode, Anti-jam (Have Quick 1 or 2) Mode, Secure

Mode (KY-58), or Relay Mode in either normal or secure voice. The VRS Super Hornet supports only plain

mode at this time, however menu options are in place for secure voice operations, should they become

a feature in the future.

COM1 and COM2 are interfaced though the UFCD though both hardware controls and touch screen

interaction. Each radio has an independent VOL/power and Preset Channel control knob. Preset

channels operate in much the same way as typical vehicular radios, in that frequencies can be stored

and recalled simply by rotating the respective preset channel selection knob.

1) COM1 Power/Volume. Each VOL control knob controls power (on/off) and audio level to the

associated COM 1 and 2 radios. Tick marks on the VOL control knobs and the face of the UFCD are

used to indicate OFF. Rotating the VOL knobs clockwise (mouse wheel UP) powers the associated

radio. The volume control for the radios has no effect in the VRS Super Hornet.

2) COM1 Channel Select Knob. Clockwise rotation of either COMM channel select knob changes the

associated COM 1 or COM 2 preset channel selections in the following order:

o Preset Channels CH 1-10. These are standard preset channels and can be programmed with

any voice or ADF frequency.

o CH G (Guard). Functionally identical to channels 1-10, but labeled and intended to hold the

Guard frequency.

o CH M (Manual). This channel is unique in that it holds the UFCD Quick Entry frequency. If a

channel is entered into the scratchpad from the CNI top level and the MAN keypad option is

pressed, the frequency in the scratchpad will be entered into this channel and the radio will

be switched to channel M.

o CH C (Cue). Functionally identical to channels 1-10, but labeled and intended to hold the

Single Channel Ground and Airborne Radio System (SINCGARS) frequency.

o CH S (Ship). Functionally identical to channels 1-10, but labeled and intended to hold the

Ship Maritime frequency.

3) COM2 Channel Select Knob. Identical to [2], above, but controls COM2.

4) COM2 Volume/Power Knob. Identical to [1], above, but controls COM2.

5) MAN Option. Pressing this button from the CNI top level (shown) enters the contents of the

scratchpad into the selected COM radio’s Manual Channel, and moves to that channel immediately.

This would be exactly the same as touching either COM option button with the scratchpad loaded

(quick-entry method).

6) COM1 Current Frequency. Indicates the frequency the radio is operating on.



7) COM1 Current Channel. Indicates the channel which the current radio is currently using (M in this

case). In other words, the frequency 119.900 is stored in channel M.

8) Radio Selection Indicator. This option (a horizontal bar over the top 1/3 of the option button) tells

us this radio (COM 1) is selected for transmit/receive.

9) Corner Highlight. This square in the upper-left corner of any option button, tells us this system is

powered.

10) Scratchpad. Echoes the text typed via keyboard (avionic pushbuttons keys enabed in ACM) , or

touched via UFCD.

Pressing either radio option button from either the UFCD CNI top level, or any UFCD sublevel brings up

the respective radio’s sublevel where additional selections can be made. The active radio is indicated by

a highlighted bar along the top 1/3 of the respective radio option button. In addition, power to each

radio is indicated by the presence of a corner highlight in the associated option button.

UFCD PAGE: CNI TOP LEVEL. If not already there, go to the UFCD CNI top level (shown above) by

pressing the CNI option button.

COM1 POWER: ON. Rotate the COM1 VOL knob [1] clockwise by moving the mouse cursor over

the knob and rotating the mouse wheel UP. When power is applied to COM1, a corner highlight

will appear in the COM1 option button [9].

COM1 FREQUENCY: 119.900. Perform a COM frequency entry from the CNI top level by entering

1-1-9-9-0-0 (trailing zeros required) into the scratchpad and either touch the COMM 1 option

button [7] (quick-entry method), or press the MAN option button [5]. If you make a mistake,

press the CLR key twice and start over. This is the KSEA tower frequency.

If you like, continue the communications dialog with KSEA, requesting a full-stop landing on 34R.

Selecting communications options from the MSFS communications dialog will auto-tune the selected

radio's MAN channel as required.


114 Approach and Landing

2.15 APPROACH AND LANDING (LAND-BASED)

2.15.1 HUD Landing Symbology

You should now be on course for approach to KSEA 34R. Begin descending to 5000 FT and reduce

airspeed under 240 KCAS.

SIM: PAUSE. If not already paused, now would be a good time to do so.

When the landing gear are lowered, NAV master mode is automatically entered and HUD symbology

changes to provide pertinent approach and landing information. Mach, g, and peak g are removed from

the left data area [3], and the waterline symbol [2], angle of attack bracket [5], extended horizon bar

3

4

1

2 7

8

5

6

9

10

11



[4], vertical velocity [7], and bank angle scale [11] are visible.

1) Command Heading. Relative bearing of the selected steering point, corrected for wind drift.

2) Waterline Symbol. This symbol represents the Waterline, or pitch axis of the aircraft. When the

velocity vector is aligned with the waterline, AOA=0. The tops of the airspeed and altitude boxes are

purposely aligned with waterline so that in case of a degraded HUD, the waterline position can be

estimated.

3) Angle of Attack (AOA). Represented by the greek letter α for alpha, angle of attack is the most

critical landing criteria. AOA is often confused with the pitch angle. AOA is not measured with

respect to the horizon, or ground; whereas the pitch angle is.

4) Horizon Bar (Extended). The horizon bar is extended (wider) when the landing gear are down. It acts

as a visual cue that the gear are in fact down.

5) Angle of Attack Bracket. The AOA Bracket is an angle of attack indexing cue. When the AOA bracket

is centered vertically with the “left wing” of the velocity vector 9, AOA = 8.1°; the “on speed” AOA

for landing.

6) ILS Bars. When ILS steering is enabled, an Azimuth Deviation Bar (localizer) and Elevation Deviation

Bar (glideslope) appear. When the HUD is caged, they are referenced to the waterline symbol. When

the HUD is uncaged, they are referenced to the velocity vector.

7) Vertical Velocity. The descent/ascent rate in feet per minute.

8) ATC CUE. ATC (autothrottle), or ATC APR (approach autothrottle) appear here when either mode is

active.

9) DME/IDENT. The range and station identifier of the currently selected steering point.

10) Energy Caret. Shows the energy state of the aircraft. If the aircraft is in equilibrium (not accelerating

or decelerating), the caret will point directly at the “right wing” of the velocity vector. If the aircraft

is decelerating, it will shift down with respect to the velocity vector, accelerating, up.

11) Bank Angle Scale. The Bank Angle Scale and pointer are visible with the gear down, and graphically

indicates the current angle of bank (AoB) up to 45° left/right. If the AoB exceeds 47°, the pointer will

flash to indicate it's no longer showing the correct bank angle.

2.15.2 HUD Caging

If you wish, you may cage the HUD by pressing CONTROL-U from key command mode. The cage

command is master mode dependent; in NAV master mode, the cage command cages the HUD rather

than the weapons systems. Caging the HUD forces the pitch ladder and ILS bars to be referenced to the

waterline rather than the velocity vector. In addition, the velocity vector no longer shows beta (sideslip).

Instead, a Ghost Velocity Vector appears at the true flight path location if beta exceeds ±2°.



The HUD is often caged for approach, however it is strictly up to the pilot's personal preference as to

which mode works best for them. It's often easier to track a localizer/glideslope if the bars are

referenced to a static position, as in the caged mode. However in light crosswinds, the loss of the initial

±2° of beta may affect landing accuracy.

2.15.3 Angle of Attack (AOA)

Before explaining how the Angle of Attack (AOA) Indexer works, we should briefly discuss the

importance of AOA, and how it relates to landing a naval aircraft. Angle of attack, which in aeronautical

terms is denoted by the Greek letter (“alpha”), is defined as the angle between the chord line of the

aircraft's airfoil (wing) and the freestream velocity vector (V). AOA is often confused with pitch angle,

but the same AOA can occur at any pitch angle. The pitch angle (“theta”) is defined as the angle

between the longitudinal axis of the aircraft and the horizon. AOA is vastly more important than pitch,

simply because most of the aircraft's critical numbers, including stall, are based on a given AOA. An

aircraft can stall at any speed or pitch angle, but only one maximum AOA.

AOA is particularly important to naval aviators because only at a given AOA will the aircraft be at the

correct approach speed in order to successfully “trap.” Too much AOA (too little speed) risks a stall, too

little AOA (too much speed) risks missing the “wire”, or damaging the landing gear. We can't just fly an

approach at a recommended speed, because aircraft weight is never constant. Well, we could, but we'd

have our face buried in tables rather than flying, and we'd still need to know exactly how much we

weigh at any given time, and that's not always practical. Two of the same aircraft type, flying the same

glideslope, one weighing 30,000 LBS and the other weighing 50,000 lbs, require drastically different

approach speeds at touchdown. So they don't fly the same speed, they fly the same AOA. The heavier

aircraft will have a higher approach speed, but the AOA used will be exactly the same as the lighter

aircraft.

AOA is best controlled through power adjustments. Although pitch will have an immediate effect on

AOA, large changes should be avoided. The proper technique is to get established on the glideslope and

use power adjustments to maintain the correct AOA. This brings us to the golden number: The F/A-18

(all versions) should fly approach and landing at 8.1° (±0.7°) AOA.

V

8.1 °

V 8.1 °

V

8.1 °



SLOW

SLIGHTLY SLOW

ON SPEED

SLIGHTLY FAST

FAST

AOA INDEXER AIRSPEED AOA AOA BRACKET (HUD)

9.3° TO 90°

8.8° TO 9.3°

7.4° TO 8.8°

6.9° TO 7.4°

0° TO 6.9°

The most important two indications for reading AOA are the Angle of Attack Bracket and Angle of Attack

Indexer. Which indication you use is entirely up to you, as they both provide essentially the same

information. I personally prefer the bracket, as it’s better at providing trend information, and doesn't

require scanning outside the HUD. Neither of these indicators provides a numeric value, but they're

both calibrated for 8.1° AOA. If they're showing “on speed” indications, you can rest assured you're

within the AOA window.

The angle of attack indexer is mounted to the left of the HUD. It displays approach angle of attack with

lighted symbols. The indexer operates with the landing gear down and weight off wheels. The lighted

symbols flash if the arresting hook is up and the Hook Bypass Switch, on the left aux panel, is in CARRIER.

The symbols will not flash with the arresting hook up and the hook bypass switch in FIELD. The AOA

indexer knob on the HUD control panel controls dimming of the symbols. All symbols light when the

lights test switch on the interior lights control panel (left console) is held to TEST.

The angle of attack bracket is part of the gear-down HUD symbology and resembles a vertically

elongated “E.” When the center horizontal tick is aligned with the “left wing” of the velocity vector, the

aircraft is on speed. Please refer to the image to the right to see how the bracket position correlates to

AOA.

The next question you might be asking yourself is, if AOA must remain constant, how do you flare for

landing? As it happens, naval aircraft are not flared; they’re simply “driven in” until the metal meets the



concrete. The landing gear of the F/A-18 is designed specifically for the kinds of hard landings required

for carrier ops. Descent rates of 750 FPS are commonplace.

2.15.4 CAS Operating Modes

The Control Augmentation System (CAS) is part of the F/A-18's Flight Control System (FCS). CAS operates

in two basic modes: Powered Approach (PA) and Up-AUTO (UA). Mode selection is controlled by FLAP

switch position and airspeed. With the FLAP switch in HALF or FULL and with airspeed below 240 KCAS,

flight control laws are tailored for the takeoff and landing configuration (PA). With the FLAP switch in

AUTO, CAS implements flight control laws tailored for up and away flight (UA). If the FLAP switch is left

in HALF or FULL, the aircraft automatically transitions from PA to UA when airspeed increases above

approximately 240 KCAS. This is known as “auto flap retract.” In this case, the amber FLAPS light comes

on to alert the pilot to check FLAP switch position. The flight control laws utilized in each mode are

tailored to provide maximum maneuverability while maintaining predictable handling qualities and

departure resistance.

2.15.5 Flap and Gear Position Lights

Three flap position lights, two green and one amber, are

located on the lower left main instrument panel

and the left annunciator panel. The green

HALF and FULL flap lights are used to

indicate FLAP switch position and are not

indications of actual trailing edge flaps

(TEF) position.

2.15.6 Approach Auto-throttle

As you might imagine, an AOA of exactly 8.1° is not easy to achieve; you have a small

margin to work with, but this is the ultimate goal, and what gets you the best marks from

your LSO (Landing Signal Officer). Since AOA is so critical in landing, the engineers came up with a way to

help you maintain it during approach - Approach Auto Throttle Control (ATC). When airspeed is below

240 KCAS and the flap switch is either HALF or FULL (PA flight), engaging the auto throttle [CONTROL-

R]activates approach ATC. The throttles will continually adjust power, regardless of pitch angle, in order

to maintain ~8.1° AOA.



Approach ATC will disengage any time the FLAP switch is placed in AUTO or if airspeed climbs above 240

KCAS (UA flight). If the ATC is disconnected (uncommanded) for any reason, the ATC FAIL master caution

will be annunciated. If airspeed is above 240 KCAS and/or the FLAP switch is in the AUTO position, ATC

will operate normally (cruise auto throttle), holding the calibrated airspeed at the time of engagement.

2.15.7 Instrument Landing System (ILS)

Like TACAN, ILS is activated via the UFCD. With a valid ILS signal, ILS steering azimuth (localizer) and

elevation (glideslope) bars can be displayed in the HUD. Referring to the image below:

UFCD PAGE: CNI TOP LEVEL. If not already on the CNI top level, press the CNI option.

UFCD PAGE: ILS. Press the D/L BCN ILS option [1].

ILS CHANNEL: 110.300. Type 1-1-0-3-0-0 into the scratchpad [2] (trailing zeros are required).

Press ENT on the UFCD keypad [3] to accept the channel.

ILS POWER: ON. Ensure the ILS is powered by looking for a corner-highlight on the power option

[4]. If the system is off (no highlight), press the power option button until the highlight appears.

UFCD PAGE: CNI TOP LEVEL. Press the CNI option [5] to return to the top level.

CAUTION: The approach ATC system is not designed to be used in maneuvering flight. The throttles

cannot keep up with highly erratic pitch changes. Failure to use the ATC system properly at

approach speeds can result in a stall.



With ILS powered and tuned to the 34R localizer at KSEA, we only need to enable ILS Steering Mode and

we'll have our localizer and glideslope bars displayed in the HUD. ILS steering is not mutually exclusive of

other steering modes such as TCN and WPT. It can be used at any time and with any other mode active.

ILS steering is enabled/disabled from the DDI HSI format a follows:

LDDI PAGE: [SUPT]>HSI. Bring up the HSI on the LDDI. If it’s not already up (

4

1

3 5

2



HSI TCN Steering Symbology, 106), press MENU [PB17] until the SUPT level is displaying, then

press HSI (PB2).

STEERING: ILS. Enable ILS steering by pressing [PB4] (ILS) until the option is boxed.

ILS localizer and glideslope bars should now appear in the HUD, standby reference attitude indicator,

and DDI EADI format. The bars are referenced to the velocity vector when the HUD is uncaged (default),

and the waterline symbol when caged. The bars are displayed in a standard “fly-to” form. For example, if

left of the localizer, the azimuth bar will be deflected to the right. If above glideslope, the elevation bar

will be deflected down, etc.

Azimuth and elevation bars are only visible when receiving valid localizer and glideslope signals

respectively. Full-scale deflection for both the azimuth (localizer) and elevation (glideslope) bars is ±2°.

2.15.8 Landing

You're probably either completely overwhelmed or bored beyond recognition by now, so let’s get this

thing on the “deck” already!

At approximately DME 20nm:

SIM: UNPAUSE.

AUTOPILOT: OFF. Disengage the A/P ([Z] or [A]).

ALTITUDE: 5000 ft. At DME 20nm, be at or near 5000 ft.

SPEED: 240 KCAS. If necessary, deploy the speed brake function (/)

FLAPS: FULL. Set FULL flaps ([F8], or [F] from key command mode).

GEAR: DOWN. At under 240 KCAS, lower the landing gear [G].

HUD: CAGE. Press [CONTROL-U] from key command mode if you wish. The localizer/glideslope

bars will be referenced to the waterline, making the display a bit less confusing. When you grow

more confident, you can leave it uncaged.

AUTOTHROTTLE: APPROCH. Engage approach auto throttle [CONTROL-R]. Make sure the FLAP

switch is set to FULL, and airspeed is below 240 KCAS before engaging ATC.

LOCALIZER: ESTABLISH. Use slight left or right bank and/or rudder to gently align yourself with

the localizer bar.

GLIDESLOPE: ESTABLISH. Use pitch to establish and maintain glideslope. The auto throttle will

increase or decrease power as necessary in order to maintain correct AOA. Remember,

approach auto throttle isn't designed for aggressive maneuvering – keep it gentle!

The AOA indexer [1] should be yellow, indicating you’re at or near approach AOA.



The velocity vector shows exactly where your aircraft is flying [2], so place it at the touchdown aim point

and continue to track the localizer/glideslope.

Upon landing, the auto throttle and/or any active A/P modes will disengage, and the low-gain

nosewheel steering will engage.

SPEED BRAKE: AS REQUIRED. If necessary, deploy the speed brake function (/). Note that the

speedbrake function, which is inactive in PA with weight off wheels, will work with weight on

wheels, but only the primary speedbrake surface will deploy.

WHEEL BRAKES: AS REQUIRED. Apply wheel brakes [.]. If you have rudder pedals installed, toe

brakes may also be used.

We hope you've enjoyed both the tutorial and the VRS Super Hornet. We've covered a lot of topics in

these few pages, so please don't feel discouraged if you don't think you've grasped every feature or

concept in the first round. The remaining documentation, combined with plenty of practice, should

quickly get you up to speed and able to enjoy all of the rich features the VRS F/A-18E has to offer.

1

2

VRS F/A-18E Superbug Section III: Aircraft Configuration Manager

124 ACM Overview

3 AIRCRAFT CONFIGURATION MANAGER

The Aircraft Configuration Manager (hereafter ACM), is the heart of the VRS F/A-18E simulation. It's

used to arm and fuel the aircraft, provide an interface for arming random failures, enabling Carrier

Operations, Hostility Zones, Air-To-Air Refueling, and setting a host of other preferences.

The ACM is also used to activate and register the aircraft, and to make changes to your registration

information. Last, but not least, the ACM is your gateway to product updates and content delivery.

Without an activated and registered ACM, you cannot receive product updates, or indeed even

download aircraft files (if you purchased the ESD version).

3.0.1 Launching the ACM

If you've made it this far, presumably you already have the ACM installed. A shortcut to the ACM can be

found in your Start menu by default from the VRS F/A-18E Superbug X folder. If you've already activated

and registered the ACM, you may skip to the Aircraft Arming Tab section, below.


125 ACM Overview

3.0.2 System Requirements

The ACM requires the Microsoft .NET 3.0 or greater framework be installed on your computer. If you run

Vista or Windows 7, these components should already be installed. The VRS ACM runs on both 32 and

64 bit versions of Windows XP, Vista and Win 7.

3.0.2.1 .NET

The ACM requires version 3.0 or greater of the .Net framework. The .NET Framework is a key Microsoft

offering and is intended to be used by most new applications created for the Windows platform. The

.NET installation files can be found at http://www.microsoft.com/NET/. Chances are if you’re reading

this text, you already have .NET installed to at least the minimum requirements.

3.0.2.2 FSUIPC 4

FSUIPC, or Flight Simulator Universal Inter-Process Communication is a free .dll and supporting files that

must be installed in your Flight Simulator X/Modules folder. The VRS F/A-18E (and many other high-end

add-on aircraft) makes use of FSUIPC for many interactive functions not normally available as part of the

FS SDK.

The VRS F/A-18E required version 4.57 or greater. The registered, payware version of FSUIPC is not

required, but it is highly recommended, especially for custom joystick mapping. FSUIPC for FSX can be

downloaded from the author, Peter Dowson’s site: http://www.schiratti.com/dowson.html.

Run the FSUIPC installer and follow the including instructions carefully before attempting to operate the

VRS Superbug. If you do attempt to run the Superbug without FSUIPC installed, it will simply crash.

3.0.3 Copy Protection

The ACM and aircraft are protected by a hardware binding algorithm. At runtime initialization, this

algorithm scans for hardware changes which exceed an allowable threshold. Extensive changes to

hardware including, but not limited to CPU, motherboard, drives, and other major components may be

made, however if the system sees too many upgrades within a certain time frame, then it's essentially

considered a new machine, and the license must be transferred before the software will function again.

Your license entitles you to run the software on one machine per license. However it doesn't have to be

the same machine you purchased and originally activated the software on. If you wish to transfer your

license, you may do so at any time, however the software will not allow you to run it on multiple

computers simultaneously. The license transfer process is completely automatic and instantaneous. You

don't need to call us, you don't need to write us, and you don't need our permission; It can all be done

within the ACM.

http://www.microsoft.com/NET/



126 ACM Overview

We believe this is a fair solution to the rampant piracy present in this industry, and much like recycling,

we all need to do our part. The copy protection is non-aggressive, transmitting no information about

you or your hardware back to “big brother.” It installs no Trojans, no spyware, no viruses and is not HIV

positive. The protection algorithm is run once at ACM or aircraft initialization, and has zero impact on

performance.

A final word on piracy: Not to sound evangelical, but certain individuals among us – and they know who

they are – are responsible for the loss of many potentially great shops and products that simply couldn't

survive because of their antics. We will continue to update our software aggressively, making it

impossible for illegitimate “users” to benefit. So if you’re reading this documentation and you don’t own

it, I strongly suggest you think twice about running our software.

3.0.4 Permissions

By default, the ACM reads and writes VRS aircraft and configuration files based on the relative path from

the ACM to your FSX installation. If for any reason your registry does not contain the proper path

information for installation, aircraft files may be loaded manually via the File menu's Open command. In

this case, you'll want to point the ACM to the FSX root directory (the folder where FSX resides). Note

that this is a rare circumstance, and only a potential problem if you've used a so-called “registry cleaner”

which has hosed your registry, or have suffered some other form of system corruption.

Under windows Vista, it may be necessary for you to initially run the ACM as administrator. In most

cases this will not be necessary since the installer assigns conditional administrative privileges to the

ACM upon installation. Regardless, if the ACM is unable to launch or load files, please try right clicking-

the executable and selecting “Run as Administrator” from the list of choices. Do not do this unless it's

absolutely necessary, as Windows will continue to annoy you with persistent, redundant prompts the

entire time the software is set to run under administrative privilege.

Because the ACM reads and writes aircraft files, FSX should not be running simultaneously with the

ACM. This is because FSX may have a file handle open to resources the ACM needs. Please quit FSX prior

to running the ACM, and do not launch FSX while the ACM is running. The ACM will warn you if you

attempt to start it with FSX already running.

3.0.5 Paths & Dependencies

The ACM executable is located in FSX\SimObjects\Airplanes\VRS_FA-18E\ACM. Never move the ACM

from this location or it will fail to operate. The ACM also requires certain .dll and .ini files in order to

function. These are locally stored in the ACM folder and used only by the ACM at runtime. Never tamper

with these files, as it can, and will, void your software and support privileges.


127 ACM Overview

CAUTION:

Never rename, move or otherwise tamper with the default aircraft installation.

To do so will break dependencies which the ACM needs in order to do its job. If

you’ve moved folders or files around, or renamed ANYHTING, you will probably

need to reinstall the software.

If you have any difficulty with this, or any other procedure, please visit our

support forums


128 Activation & Registration

3.1 ACM ACTIVATION & REGISTRATION

Before you can use the ACM, or the VRS F/A-18E, the software must be activated. Activation requires an

Internet connection and may be done either through automatic or manual web-based methods.

Whichever method you choose requires no waiting.

If you have an active firewall blocking outbound ports, you'll need to enable port 80 for the ACM.

3.1.1 Online Automatic Activation

To enable the ACM via the automatic Internet method, simply:

Select the appropriate Internet (automatic) option (this will be selected by default).

Enter the License ID and Password from your sales receipt. If you purchased your copy from VRS

directly, you created your own password when you created your shopping cart. This would have

been sent to you along with your License ID.

If you purchased from a third-party, you were issued a password at the time of sale, and it may also be

found in your sales receipt.

Press Activate.

A moment or two later, an activation dialog will appear informing you of the activation status. You may

now skip to



Registration.

3.1.2 Web (Manual/Offline) Activation

To enable the ACM manually via web browser:

Select the Web (get activation codes) option.

Enter your License ID and password.

The next step will depend on whether the machine is online of offline. If ONLINE:

Press the Get Web Codes button.

Your browser should open and automatically insert your license ID and password into the session and

the following screen will appear with 2 separate registration keys. Skip the next step.

If OFFLINE:

Press Web Step 2 option (see image next page).

Go to an ONLINE machine and navigate to: http://secure.softwarekey.com/solo/unlock

Enter your license ID and password and press Next in the browser.



Press next.

http://secure.softwarekey.com/solo/unlock



The screen shown on the previous page will appear with your registration codes.

Return to the ACM and select the Web Step 2. (you have codes) option (see previous page).

Enter the registration codes from your browser into the RegKey1 and RegKey2 fields of the ACM

(these will only be visible if you have selected the Web Step 2 option.

Finally press Activate.



3.1.3 Registration

If you purchased the software directly from VRS' website, you should already be registered based on the

information you provided at the time of purchase. You may review your registration information at any

time, by selecting Registration Details from the Help menu. Note that the registration screen may look

slightly different depending on which version of the Superbug you’re running.

3.1.3.1 License Transfer Function

If you intend to run the VRS F/A-18E on a computer other than the one it’s activated on, you must

transfer the license back to the server first. You should do this any time you intend to reinstall the

software.

To transfer the license, ensure you have an internet connection and simply press the Deactivate button

from the Registration page. Enter your license password found in your invoice, and press OK. The

license will be stored on the server and the software may now be activated on another machine, or

reactivated on the same machine.

3.1.4 Retrieving Installation Files

Once you’re registered, or immediately upon activation, depending on where the software was

purchased, the ACM will begin checking for installation files and/or updates. Note that the ACM MUST

connect to the Internet in order to retrieve your files. When prompted to download your installation

files, please do so to begin installation of aircraft files. Do not interrupt this connection.



Once the installation files have been downloaded, the ACM will quite, begin the installation, and

automatically re-launch itself. Your aircraft is now installed and ready to use.

3.1.5 Automatic Updates

After initial installation of your aircraft files the ACM will automatically check for software updates.

These will be issued periodically to perform routine service and/or issue messages to customers. In fact

you will probably receive an automatic update immediately after receiving your aircraft files.

While automatic updates are not mandatory, they will be queried every time the ACM runs. If you do

not have an Internet connection when launching the ACM, it will pause for a moment while trying to

establish a connection, and finally time-out if not allowed to connect. The ACM will run normally

thereafter regardless of whether you accept the update connection or not.

3.1.5.1 Saving Update Files

When the ACM downloads a file, it stores it in a time stamped directory located in the

aircraft\downloads directory. The ACM update files are ALL called Update.exe. These download

directories are located in FSX\SimObjects\Airplanes\VRS_FA-18E\downloads. Within the download

directory will be other directories, each named according to the date they were downloaded. If you

wish, you can copy these files to a CD for safe-keeping. Burn them along with your original installer, and

then reconstitute the installation but running them in the order they’re dated.



3.2 INTERFACE OVERVIEW

The ACM has a very clean and straight-forward interface based on a simple Tab Control for each of its

major functions. From left to right, these tabs are:

Payload Tab: Allows custom arming and payload selection.

Fuel Tab: Allows fueling of internal and external tanks.

Failures Tab: Facilitates the creation of random failures in any number of systems. These

include:

o Avionic Failures.

o Electrical Failures.

o Hydraulic Failures.

o Instrument Failures.

Preferences Tab: For toggling various features including virtual cockpit LODs, aspect ratio,

carrier operations, hostility zones, and local ACM preferences.

o ACM preferences.

o Aerial Refueling preferences.

o Carrier Operations preferences.

o Controls preferences.

o Hostility Zones preferences.

o Keyboard preferences.

o Simulation preferences.

Liveries Tab: Allows you to navigate, install, uninstall and modify livery details.



Reference Tab: Allows you to navigate, install, uninstall and modify livery details.

o Checklists.

o Reference Tables & Charts.

o Keyboard Reference.

Summary Tab: Shows aircraft fuel, weight and balance as changes are made to payload and fuel.


135 Arming Tab

3.3 ARMING TAB

Custom arming is where the VRS Hornet begins to diverge from the usual military add-on. You don't

“arm” your aircraft by selecting a different model in MSFS, you arm it through the ACM by adding the

weapons and other payload to individual stations yourself. These weapons all have their own individual

characteristics and associated avionic interfaces in flight. They each behave as unique objects and can be

controlled individually.

Because the weapons meshes are drawn in code and treated as individual objects, rather than part of

the model, they can also be animated and removed in code. Weapons are a dynamic and integral part of

this simulation, not just window dressing. They have weight, drag, and individual flight characteristics.

3.3.1 Payload as Objects

The VRS F/A-18E simulates the weight, drag and moments associated with every store loaded on the

aircraft. This also (of course) includes the changes in physics associated with releasing the payload. In

addition to the actual weapon or pod, any station that contains a weapon will automatically be

1

2

3

4 5


136 Arming Tab

equipped with the appropriate Rack, Launcher and/or Pylon.

3.3.2 Choosing Payload

Weapons, fuel tanks and pods are selected by choosing an item from the popup list directly below each

Station [1]. The F/A-18E has a total of 11 stations. From the front, looking at the aircraft head-on, these

read right-to-left and are numbered in the ACM accordingly. Certain stations are subject to weight

restrictions and can therefore only carry certain combinations of stores. For example 2000lb bombs can

only be loaded onto stations #3,#4,#8 and #9.

By default, selecting a particular type of weapon on one side of the aircraft will automatically select the

same type of weapon on the other side in order to balance the asymmetry along the lateral axis. This

option can be toggled on and off with the Enforce Loading Symmetry option from the Preferences->ACM

tab.

A brief description and stats will appear in the bottom half of the screen [2] for each weapon. The stats

listed here are used in the simulation to model everything from weight to time of flight and range.

3.3.3 Clearing Payload

Near the bottom-left of the screen are the Clear Payload and Clear All buttons [3]. The Clear Payload

button will clear only the weapons on all stations. The Clear All button will clear weapons and pylons.

3.3.4 Preset Packages

Preset Packages are predefined collection of weapons/pods. They are named according to their Mission

Type and can be modified at will. To select a predefined package, simply select the option from the drop

down list [4]. The aircraft will immediately be loaded with the package. To save over an existing preset

package:

Select the package you with to modify [4].

Modify the package in any way you wish by selecting new stores from the drop-down lists [1].

Press the Save Preset button [5]. After being prompted to save over the existing preset, the new

version of that package will be saved for future use.


137 Preflight Summary

3.4 PREFLIGHT SUMMARY

Stats on the current aircraft configuration can be seen by accessing the Preflight Summary Tab from The

preflight summary shows vital (and not so vital) information, primarily about the aircraft's weight and

drag.

From top to bottom, the displayed statistics are:

BASIC WEIGHT. The weight of the aircraft prior to

adding any weapons, pylons, racks/launchers, or fuel.

Stores. The weight of all weapons or pods.

Racks/Pylons. The weight of all racks, pylons or

launchers.

Expendables. Not implemented. Chaff and fares are

currently added to the weight of the aircraft

automatically, and quantity cannot be changed.

Total Payload. The combined total of all weapons,

racks, launchers and pylons.

Internal Fuel. The number of pounds of fuel

contained in all 6 internal tanks.

External Fuel. The number of pounds of fuel

contained in all external fuel tanks.

Total Fuel. The sum of internal + external fuel.

TOTAL WEIGHT. The sum of all weapons, racks,

launchers, pylons and fuel on-board.

Max TOGW. The maximum allowable takeoff weight

(carrier or field), constant.

Max Land Field. The maximum allowable field

landing weight (constant).

Max Land CV. The maximum allowable carrier trap

weight (constant).

Payload Drag Index (stores and racks). The drag

index is a non-dimensional value which represents

the total Form Drag of all weapons, pylons, racks and launchers. Note this does not include

wave or interference drag. Since drag is a function of many, many variables including airspeed


138 Preflight Summary

and altitude, this figure is only a reference. It does not correspond to any particular coefficient

and should only be used as a very basic guide.

Lateral Moment. This is the lateral (left<-->right) center of gravity in feet*lbs (or kg*m).

CAUTION:

TANKS MUST BE MANUALLY FILLED AFTER LOADING. By default, newly loaded external tanks (via the payload tab) will NOT be filled.

You must fill them after loading via the FUEL tab.

If an external (or any) tank is not filled prior to flight, the highest level that tank

will ever be able to reach via refueling is the level you started the flight with.


139 Fueling Tab

3.5 FUELING TAB

By default, the aircraft is fully fueled internally, however if you add external tanks and/or a refueling pod

when arming the aircraft, you will need to add fuel to those additional tanks. This is not done

automatically.

The fueling screen is split between internal [1] and external [2] tanks. Sliders are used to adjust the

quantity in pounds or kilograms (depending on ACM settings) for each tank.

3.5.1 Filling Tanks

The F/A-18E has 6 internal tanks including 2 Wing Tanks, 2 Feed Tanks (tanks 2 and 3), and 2 Transfer

Tanks (tanks 1 and 2). The feed tanks feed the engines directly and are interconnected. The transfer

tanks feed fuel to the feed tanks from the wing tanks and/or external tanks. Transfer tanks will not

accept fuel until the feed tanks are full, and wing tanks will not accept fuel until the transfer tanks are

full, etc.

1 2

3

4


140 Fueling Tab

Up to 6 external tanks may also be carried and must be fueled after loading. External tanks are filled

exactly the same way as internal tanks, and require ordered filling as well. The center tank must be filled

first, followed by the inboard and outboard tanks respectively. The tank fill order is as follows:

1) Feed Tanks

2) Transfer Tanks

3) Wing Tanks

4) External Centerline

5) External Inboard

6) External Midboard

The Fill All Tanks and Empty All Tanks buttons [3] can be used to quickly perform those tasks

automatically.

3.5.2 Total Quantity

Near the bottom of the screen and above the filling buttons, are the current quantities in pounds for

Internal, External and Total fuel [4]. These values are also reflected in the Preflight Summary Window

described in the previous section.

CAUTION:

TANKS MUST BE MANUALLY FILLED AFTER LOADING. By default, newly loaded external tanks (via the payload tab) will NOT be filled.

You must fill them after loading via the FUEL tab.

If an external (or any) tank is not filled prior to flight, the highest level that tank

CAUTION:

ALWAYS USE THE ACM TO MAKE FUEL AND PAYLOAD MODS Never modify the quantity of a fuel tank of the weight of payload using the built-

in MSFS Fuel and Payload window. The VRS F/A-18E uses highly customized fuel

and payload settings, and altering anything outside of the ACM will almost

certainly guarantee problems.


141 Preferences Tab

3.6 FAILURES TAB

The VRS F/A-18E simulates three broad types of failures:

1. Random Failures. These occur within a specific time window and target only specific systems.

These are the types of failures the ACM controls. The extent of damage caused by the failure(s)

is controlled from the Severity setting in the ACM Simulation Preferences. Likewise, the chance

that the system will fail at all is controlled by the Reliability setting under Simulation

Preferences.

2. Battle Damage. This occurs as a result of missile and/or AAA damage (if Hostility Zones are

enabled), and affects a random number of systems. The type of systems effected cannot be

controlled, but the number of potentially damaged systems and the extent to which they are

damaged can be controlled from the ACM's Combat Ops Lethality setting.

3. Induced Failures. These are failures that result from, for example, overheating brought on by

failure to select the proper ECS cooling mode, or exceeding the recommended airspeeds

associated with a given ECS mode. These types of failures can cascade into other systems and

cannot be controlled directly via the ACM. However like the previous failure categories the

extent of the damage can be controlled by the Global Effectivity settings.

There are five categories of failures each containing multiple systems. All of the systems available for

random failures can also be affected by battle damage. A lesser number of systems are vulnerable to

induced failures.

3.6.1 Arming Random Failures

The ACM failures tab deals only with random failures. To arm a failure:

Select the general failure category from the left [1].

Select a specific system to arm [2].

Set the minimum time in minutes which must elapse before the system is armed for failure [4].

Set the maximum time in minutes which can elapse before the system is armed for failure [5].

When the maximum value exceeds the minimum value, the system is armed for failure, and the selected

system will turn red indicating it is armed.

3.6.2 Failure Effectivity

Below each failure category are two common settings that affect all failures (randomly armed and battle

damage).


142 Preferences Tab

Reliability. Pertains to the chance that any armed failure will actual fail within the window you

set. For example a 50% reliability setting means any armed system has a 50% change to fail

within the window you set.

Severity. Pertains to the amount of damaged received when a system does fail. This mainly

applies to battle damage, but can also ally to armed failures. For example if the SMS (stores

management system) fails or is hit, this value represents how many sub-systems that fall under

that category may be affected. Maybe just the jettison function of a specific station, maybe

several stations. 100% means the maximum possible damage will be applied.

3.6.3 Clearing Failures

Failures can be cleared either individually or by the entire category by pressing either the Clear Selected,

or Clear All buttons respectively [3]. Note that the Clear All button only clears failures which were armed

in the selected (visible) category.

1

2

4

5

3


143 Preferences Tab

3.6.4 Avionic Failures

Avionic systems include communications, navigation, computing, early warning/countermeasures, and

tactical systems such as radar. These are:

ARC-210 1\2. Communications (COM) and ADF radios.

APX-111. Combined Interrogator/Transponder (IFF).

CSC. Communication System Control. The CSC converts non-multiplex bus (MUX) compatible

signals from the mission computer(s) to CNI (communication and navigation) equipment. If the

CSC fails, equipment which is not MUX compatible cannot be accessed through the UFCD.

ALR-67. Radar Warning Receiver. The RWR is responsible for receiving radar emissions from

friendly and enemy sources alike. It is a very, very expensive “Fuzz Buster”, and without it,

incoming active radar guided missiles and/or AAA fire control radar cannot be detected. The

RWR also sends signals to the HARM Command Launch Computer (CLC) so that the HARM can

automatically target threats that are not within its current field of view.

ALE-47. This is the countermeasures dispensing unit for launching flares or chaff.

ALQ-165. The Airborne Self-Protection Jammer (ASPJ). This emits RF energy designed to scatter

incoming radar. It is a last line of defense against RF threats.

ALE-50. The ALE-50 is a towed decoy system strung out on a wire behind the aircraft. It's

designed to spoof RF threats by simulating a large radar return. The missile will home in on the

decoy rather than the host aircraft. If the ASPJ is the last line of defense, the ALE-50 is the last

last line of defense.

ASN-139. The Inertial Navigation System. Note that the VRS F/A-18E (standard edition) does not

simulate INS, therefore this has no functional effect on any systems.

ILS. Instrument Landing System. Provides the HUD and standby ADI with CDI and GSI.

APN-194. Radar Altimeter.

ARN-118. TACAN radio.

MC 1. Mission Computer #1. Essentially the navigation computer. Also handles primary caution

annunciation and air data.

MC 2. Mission Computer #2. The fire control computer. Also handles SMS and jettison functions.

FCS A. Flight Control Computer A.

FCS B. Flight Control Computer B.

APG-73. Airborne Tactical Radar.

SMS. Affects individual pylons. If a pylon fails, a store on that pylon may hang if a jettison is

attempted. In addition a weapon on the effected pylon may not fire. In the case of an SMS

failure, the word SFAIL will appear on the corresponding station(s) when viewing the SMS

format.

WPNS. These failures affect individual weapons. If a weapon fails is cannot be fired. A WPNS

failure will be indicated by the word WFAIL appearing on the corresponding station(s) when

viewing the SMS format.


144 Preferences Tab

CLC. HARM Command Launch Computer. If the CLC fails, HARM function is degraded or lost.

3.6.5 Electrical Failures

Electrical systems range from generators to the battery and provide redundant function through

generator bus tie circuitry and essential bus backup. When selecting electrical systems for failure,

colored text will indicate what individual circuits may be affected along the path(s) those systems

supply. Red text for a system indicates NOGO, orange text indicates it is running in a degraded mode (for

example battery backup), and black text indicates nominal.

The exact details of the electrical simulation are beyond the scope of this section, however the primary

electrical systems available for failure include:

L/R GEN. The primary power sources. During normal operation, each generator supplies it's

respective left or right bus with AC power.

L/R PMG. Permanent Magnet Generators (PMG). The PMGs provide 3 isolated DC sources from

the primary generators. These are used for Essential Bus/Flight Control Computer backup.


145 Preferences Tab

BUS TIE. Bus tie circuitry allows the one unaffected generator to power the entire electrical bus

in the event effected generator fails or is tripped offline. In other words, any single generator

can power the entire aircraft if bus tie circuitry is online.

L/R T/Rs. The left and right Transformer/Rectifiers convert the 115VAC generator current to

28VDC power for use along the DC buses. If one T/R fails, the opposite T/R can supply the entire

aircraft with DC power.

AUTO XFMR. The Auto-Transformer supplies one 26VAC bus for use with the ADF and Magnetic

Azimuth Detector.

CHARGER. Along the right 115VAC bus, the battery charger pretty much does as the name

implies.

3.6.6 Hydraulic Failures (HI PRESS)

These circuits operate at up to 5000 PSI (normally 3000). The hydraulic system is divided into 2 primary

circuits, HYD 1 and HYD 2, which are in turn subdivided into two more branches providing a total of four

independent circuits. These are identified as 1A and 1B for the left system and 2A and 2B for the right.

HYD 1 circuits are dedicated solely to flight controls. HYD 2A powers both flight controls and most utility

hydraulic functions (explained under low pressure). HYD 2B powers the flight controls and arresting

hook and pressurizes both the APU and emergency brake accumulators. We will explain accumulator


146 Preferences Tab

function in subsequent sections.

HYD 1A. Supplies the right aileron, left trailing edge flap (TEF), right TEF, and right stabilator.

HYD 1B. Supplies the left and right spoilers and leading edge flaps (LEFs), left aileron, left

stabilator and left rudder.

HYD 2A. Supplies the left and right spoilers and LEFs, right aileron, and left stabilator.

HYD 2B. Supplies the left aileron and TEFs, and the right TEF, stabilator and rudder.

The ACM will graphically show the degradation in flight controls as hydraulic circuits are armed for

failure. As with the electrical failures, colored text and/or graphics will illustrate the affected systems

downstream of the failure.

If you've been following along with this, you may have noticed it's not easy to knock everything out.

Indeed you'll need to fail at least 3 circuits before flight controls begin to degrade at all. As hydraulic

circuits begin to fail individual surfaces, those surfaces will usually fare and lock at their current position,

and handling qualities will become noticeably sluggish.

3.6.7 Hydraulic Failures (LOW PRESS)

These circuits are under 3000 PSI at all times, however they're isolated from pressures higher than that


147 Preferences Tab

which may be required for flight controls under extreme q conditions.

HYD 2A. Supplies the gun gas ejector (not implemented), In-flight refueling probe (IFR) normal

function, main and nose gears, launch bar, nose wheel steering (NWS), and anti-skid

(professional version only), and normal braking.

HYD 2B. Normally isolated in flight, powers the tailhook. HYD 2B can also be used as an

emergency circuit if the IFR probe switch is placed in EMERG, or the Aft Isolation Valve is

opened. In this case HYD 2B can be used to back up nosewheel steering (NWS) and braking, and

to recharge the brake and APU accumulators.

The utility function dependencies can be analyzed by clicking the various valves throughout the diagram.

Systems which are red are unpowered either due to valve position or lack of hydraulic pressure. Orange

systems are being powered by the APU and/or brake accumulators. Temporarily failing a system and/or

changing valve position will offer some visual insight as to which systems may be affected by the failure

of a given circuit in the simulation.

3.6.8 Instrument Failures

These are relatively straight forward failures which can affect high-level instruments such as standby

gauges and avionic displays. These do not affect the primary systems that drive the displays such as


148 Preferences Tab

pitot-static.

Indexer. The AoA indexer is mounted to the left of the HUD and provides heads-up angle of

attack indication.

HUD. The F/A-18's primary flight display. If the HUD is lost, a standby HUD can be accessed from

the left or right DDIs.

Compass. A standby gyro-driven magnetic compass mounted on the right canopy frame.

Left DDI. The left Digital Display Indicator. This is an avionic display providing pilot interaction

with navigation, early warning, tactical, and aircraft support functions. It is functionally identical

to the right DDI except when the “LITE LDDI” option is selected from the Simulation Preferences.

Right DDI. The right Digital Display Indicator. This is an avionic display providing pilot interaction

with navigation, early warning, tactical, and aircraft support functions. It is functionally identical

to the left DDI except when the “LITE RDDI” option is selected from the Simulation Preferences.

UFCD. The Up-Front Control Display. This is an avionic display providing pilot interaction with

communication, navigation and autopilot systems. The UFCD can also display all the data

available on the left and right DDIs except when the “LITE UFCD” option is selected from the

Simulation Preferences. In this case the DDI functions are not present.

IFEI. The Integrated Fuel/Engine Indicator. This is an avionic display providing critical engine and

fuel data. It is driven independently of the DDIs and therefore acts as a backup monitor. The

EFEI can provide some limited readings on the maintenance bus circuit for monitoring engine

status prior to the generators coming online.

MPCD. In the VRS F/A-18E, the MPCD provides navigation Horizontal Situation Display with color

moving map capability.

ADI. A backup Attitude Indicator with ILS CDI/GSI indication.

ALT. A backup Altimeter.

ASI. A backup Airspeed Indicator.

VSI. A backup Vertical Speed Indicator.


149 Preferences Tab

3.7 PREFERENCES TAB

The VRS Aircraft Manager offers a number of options for enhancing the simulation. These range from

visual options to improve performance, to combat and carrier operations.

The preferences are divided into 7 categories listed along the left side of the screen. Selecting an option

brings up the page associated with the following options:

ACM. Options which are only pertinent to the Aircraft Manager itself.

AERIAL REFULING. Allows the activation and configuration of AI aircraft which serve are

refueling tankers.

CARRIER OPS. Allows enabling and disabling of moving TACAN and ILS navigation aids for AI

carriers. These functions were never implemented in Flight Simulator and are critical for any

serious carrier operations.

CONTROLS. Allows adjustment of dead band and axis inversion for the fly-by-wire system (VRS

specific settings).

HOSTILITY ZONES. Allows enabling/disabling and parameter adjustment for mock SAM and

AAA. These systems act like real anti-air warfare installations and can fire upon your aircraft.

KEYBOARD. Allows custom keyboard mapping of almost every aircraft function.

SIMULATION. Options which affect visual qualities and/or performance within the simulation.


150 Preferences Tab

3.7.1 ACM preferences

These options pertain only to the ACM itself -- not the aircraft.

3.7.1.1 Payload

Enforce Loading Symmetry. When this option is checked, stores loaded from the Payload page

(except cheek stations) will be mirrored from one side of the aircraft to the other. This makes

custom loading easier and helps enforce a more realistic payload. Aircraft are usually loaded

symmetrically in real-world operations.

3.7.1.2 General

Launch FS Upon Exit. When this option is checked, the ACM will launch FS immediately upon a

normal exit. Note that the ACM will not automatically select the VRS F/A-18 as the default

aircraft.

Balloon Tooltips. When enabled, shows tooltips for most ACM options.


151 Preferences Tab

3.7.1.3 Summary Units

Shows either U.S. Standard or Metric units for the Aircraft Summary tab. This has no effect on

aircraft systems which all use US units.

3.7.2 Aerial Refueling Preferences

These options are used for enabling/disabling Aerial Refueling parameters for AI aircraft. The way this

system works is by searching the sky for an aircraft that matches the ATC Model set in the AI aircraft’s

aircraft.cfg. The ACM interface allows you to set up a number of aircraft types and save them for use at

any time. However it’s important to note that only the selected aircraft will be used at any given time.

The image above shows that a KC-135 Stratotanker is seclected and enabled. The image to the right is

always an F/A-18E and is used strictly as a reference.

This system is does not create AI traffic. It simply allows the avionics to locate existing traffic based on

it’s ATC Model. You must already have suitable AI traffic in the air and must know the ATC model type.


152 Preferences Tab

Enabled. Turns on/off the refueling option. This may save a tiny bit of CPU if you don't plan to

use refueling.

Tanker Preset. Loads a predefined set of parameters describing the tanker options. Modifying

these parameters and will save the associated changes to the selected tanker name when the

aircraft is saved. These aircraft names are for reference only and don’t necessarily correspond to

any specific Flight Simulator AI aircraft. They are a name for a set of parameters, nothing more.

ATC Model. Unlike the name, which is just an ACM reference, the ATC MDL option is what’s

really used to find AI aircraft. Each AI aircraft has a

parameter in its associated Aircraft.cfg called

atc_model=; This is how the Superbug will find it. If there

are multiple aircraft that share the same atc_model, the

Superbug will select the first one it finds. So if you want

your tankers to be unique, make sure you change their AI

atc_models to something uncommon and use that.

TACAN This is the channel you wish to use in order to

communicate with the tanker (receive TACAN steering

from). When you get in flight, place the TACAN radio into

A/A mode and enter this channel into TACAN1. If the

tanker is found, you’ll be able to navigate to its moving

TACAN in the HSI.

Model Radius. This is a completely optional parameter

used only in the ACM. It sets the graphical scale for the

circular (red and grey) couple/uncouple radiuses as well

as the hose length described below. Basically it makes the

relative size of those graphic elements correspond to the scale of the aircraft image.

Couple Radius. This represents the radius of the refueling "basket" (red circle). The IFR probe

must be placed within this radius before refueling begins. Once connected, disconnection will

only occur if the uncouple radius (grey circle) is exceeded. For best results, this value should be

much larger than real-world.

Uncouple Radius. This is the allowable radius, or "slop" distance that is allowed after a

connection has been made. If this distance is exceeded the refueling drogue will disconnect. This

distance should always be significantly larger than the coupling radius as it represents the


153 Preferences Tab

normal “slack” in the refueling hose. As with the couple radius described above, this should be

much larger than anything “real-world.”

Drogue X Offset. This is the horizontal drogue/boom offset from the tanker aircraft's model

origin. Normally this value should be zero, but if the tanker aircraft has multiple refueling points,

one of them may be specified by entering a value here. Negative values are LEFT, positive values

are RIGHT.

Drogue Y Offset. This is the length of the hose (blue line). Negative values are BEHIND the

aircraft origin, positive values are in front. This value should never be positive.

Drogue Z Offset. This is the vertical drogue/boom offset from the tanker aircraft's model origin.

This value is negative DOWN.

to 10 systems being lost per hit. Since this is potential/random damage, the actual damage

taken will usually be less than the maximum value specified.

3.7.3 Carrier Ops

3.7.3.1 Recommended Carriers

VRS does not supply any actual aircraft carriers with this package, we do have some recommendations

for the best of the best. There are many freeware and commercial carriers available, including the Flight

Deck Series, the default Acceleration carriers, and a few scattered offerings from other developers.

However the best – THE BEST carrier package by far, is free! The USS Nimitz and USS Eisenhower by

Javier Fernandez. This is a freeware package which exceeds by far the quality of any payware package in

existence. The package can be found on various flight simulation sites, including Avsim and

FlightSim.com, and the package name is uss_nimitz_ike.zip. If you have trouble locating this file, visit

the VRS forums and somebody will help you find them. Another noteworthy carrier available for

download is the Clemenceau “Le Clem” by Sylvain Parouty. Le Clem is packaged as veh_cle.zip. It is also

available on Avsim.com and FlightSim.com.

3.7.3.2 Carrier Navigation

The aircraft carriers in FSX do not normally have any navigation aids unless they’re static scenery. This

includes all the Acceleration carriers which shipped with FSX Acceleration and FSX Gold, as well as the

aforementioned freeware carriers. That’s a problem, particularly considering they can MOVE! What the

VRS Superbug can do is provide those navigation aids for you in the form of moving TACAN and moving

ILS. All you need is a few details about the carrier you want to define, and the navigation aids will follow

the carrier as it moves.


154 Preferences Tab

3.7.3.3 Carrier Definitions

This is not the first time a moving navaid system has been implemented, however ours offers a bit more

flexibility by way of custom definitions. Up to 12 carriers can be defined, named whatever you like, and

saved with the aircraft files. What you name them is entirely up to you, as it has no bearing on actually

finding the carrier. As with refueling tanker names, the name of the carrier is irrelevant.


155 Preferences Tab

An aircraft carrier Definition is a collection of coordinates that specify the location and frequencies of

TACAN and ILS navaids, as well as a radius which is used to find the model in the world. There are

several carriers pre-defined in the ACM, including ones for Javier’s Nimitz/Ike and the Acceleration

carriers.

Enabled: Enables/Disables carrier navaids. Turning these off when you’re not using them may

save a bit of overhead.

Carrier List: Select a carrier to edit from this list.

Name: The name can be changed for any carrier by editing this field.

NAV ID: This field can contain any 4 character alphanumeric value and this is what you’ll see as

the station identifier in the HUD and HSI pages to identify the TACAN. It has no functional

purpose other than that.


156 Preferences Tab

Radius: Unlike refueling tankers, the radius for carriers is

critical. This is the only parameter used to locate the

carrier in the world. If the Superbug finds more than one

carrier with the same radius, it will use the first one it

sees. If you don’t know the model radius for a carrier,

you’ll need to get that information from the developer. It

is the radius as reported by iTrafficInfo.

3.7.3.4 TACAN

The TACAN station is the primary means of finding the carrier in

the world via navigation. It works exactly the same was as land-

based TACAN.

Chan: The channel the TACAN radio must be tuned to via

the UFCD in order to lock onto the carrier. Tune the radio

to this channel, ensure the TACAN radio is ON, and if a

carrier with the specified radius is within the range of the

TACAN (see Range, below), it will appear as a TACAN symbol in the HSI as long as TCN steering is

enabled (boxed) in the HSI.

Range: The maximum range of the TACAN station in nautical miles.

X offset: Referring to the image on the previous page of the red circle near the right edge of the

carrier, the X-offset represents the horizontal displacement from the center of the ship. Positive

values are RIGHT.

Y offset: The longitudinal displacement from the ship’s center. Positive values are FORWARD.

Z offset: The vertical height above sea level. Positive values are UP. Note that there is no

graphical indication of the z-value in the interactive diagram. The reason this particular example

is 62 meters is because the TACAN is located at the top of the “island.” So if the height of the

deck is 20 meters, and the island is 42 meters (average), that’s a total of 62 meters ASL.

3.7.3.5 ILS

Like TACAN, ILS will move along with the ship. It’s essential, particularly on a moving vessel.

Freq: The ILS frequency will automatically be set to the paired equivalent of the TACAN channel

if the TACAN channel is changed, however it can be any frequency available from the drop-down

list and can be changed at any time. When the ILS is tuned to this frequency and ILS steering is

enabled in the HSI. Localizer and glideslope bars will appear in the HUD as long as the signal is

valid.

http://www.flightsim.com/main/howto/tacan.htm


157 Preferences Tab

Angle: The ILS horizontal angle. Positive values are counter-clock-wise. The ILS is represented by

a blue fan-shaped object in the interactive diagram. This angle should correspond to the angle of

the flight deck landing area.

X offset: Referring to the image on the previous page of the blue fan, the X-offset represents the

horizontal displacement from the center of the ship. Positive values are RIGHT.

Y offset: The longitudinal displacement from the ship’s center. Positive values are FORWARD.

Z offset: The vertical height above sea level. Positive values are UP. Note that there is no

graphical indication of the z-value in the interactive diagram. The 20M example is the height of

the deck.

3.7.4 Control Preferences

This page allows modification of the fly-by-wire deadband and axis assignment. The default settings here

will be correct for approximately 90% of users, however if one finds that the aircraft is not trimming

correctly or that an axis is completely inverted, these settings can correct the problem.

5

2 3

4

6

1


158 Preferences Tab

3.7.4.1 Controller Status Area

The controller status area [1] will display common errors associated with your controllers. Errors will

only be reported after a flight in the Superbug and subsequent re-running of the ACM. If, after having

flown the Superbug, errors persist, you should copy the contents of the Controller Log [5] and submit it

to our support forums for assistance where we will instruct your further.

3.7.4.2 Deadbands

This area [2] will show a list of all all axes to which deadbands can be applied. You should NOT adjust

deadbands unless you are sure your controller isn’t fully centering. You will know this is the case if for

example the aircraft isn’t trimming out in a cruse configuration, or for example if the BALT autopilot

mode won’t engage in level flight.

If you believe there's a problem with your controller, first try calibrating the device from your joystick

software. NEVER use windows built-in game controller calibration. If the problems persist, AND they are

related to centering as described above, begin adjusting the deadband for the affected axis in small

increments, flying the aircraft, and making further adjustments only as necessary. Do not adjust any axis

unless you have a clear idea of what you’re doing and why.

Axis Control: These checkboxes [3] allow you to invert the device axes. There are usually no

cases where you’ll need to do this, except for perhaps throttle, which is not always universal.

Multi-axis throttle: If you have a throttle with more than one handle, you’ll want to enable this

option [4] so that each handle can be recognized individually.

3.7.4.3 Diagnostics

Provides functions for diagnosing and repairing errors.

Show Controller Log: If errors were logged during flight, they will be displayed here. Any

subsequent flights will clear the error unless it occurs again. If you are having uses we may ask

you to copy the contents of the controller log when reporting them in our forums [5].

CAUTION:

FAILURE TO PROPERLY INSTALL FSUIPC PRIOR TO FLIGHT CAN AND WILL

RESULT IN ERRORS IN THIS SECTION OF THE ACM AND WILL CAUSE THE

SUPERBUG TO CRASH. IF YOU HAVE NOT INSTALLED, TESTED AND CONFIRMED

FSUIPC IS INSTALLED, PLEASE DO SO NOW. After FSUIPC installation, run FSX and confirm you can access it from the Addons

menu in flight.

http://www.vrsimulations.com/forums/phpBB3/index.php


159 Preferences Tab

Debug Level: This option should ALWAYS be 1 unless we explicity ask you to change it. If you set

this value higher than 1, it can and will impact frame rates due to the file I/O [6]. Again, do not

change this setting unless asked to do so by support staff.

3.7.5 Hostility Zones

Hostility zones are areas in which your aircraft becomes vulnerable to SAM and/or AAA fire. The way

this works is through different types of navigation aids such as VOR. A hostility zone is always centered

on a specific Navigation Target Waypoint. These target waypoints are designated from within the

aircraft using the Horizontal Situation Indicator (HSI). Once the target waypoint is designated, flight

within the user-adjustable radius around that waypoint will be considered “Hostile Territory.” The

elements that make up a hostility zone are:

Enabled. The hostility zones (both Sam and AAA) are enabled/disabled by checking this box.

Even when this option is checked, hostility zones will be inactive until a specific target waypoint

is designated via the HSI, and the aircraft is within the hostility Zone Radius.

Hostility Zone Radius. The size of the hostility zone. This applies to both SAM and AAA as both

threat types can exist within a zone. The hostility zone is centered on the currently designated

NAV target; If no NAV target exists, no hostility zone exists regardless of whether threats are

enabled or not. Once inside the hostility zone, you are vulnerable to AAW (Anti-Air-Warfare) fire

from SAM and/or AAA systems.

NAVAID Map. Maps the selected AAW type to the this FS navaid type. Only navaids of this type

will act as threats. The navaid types for SAM and AAA systems must be different. Keep in mind

VOR_DME is by far the most common.

Track Max Rng. Sets the maximum potential tracking/detection slant range for the selected

AAW system. The actual tracking distance will always be less than this value and is based on a

number of factors including aspect, altitude and the emission profile of your aircraft.

Track Min Alt. The minimum altitude (AGL) above which the selected system is capable of

detecting/tracking aircraft. If the aircraft is below this altitude, the chances of detection are

minimal.


160 Preferences Tab

Track Max Alt. The maximum altitude (AGL) below which the system is capable of

detecting/tracking aircraft. If the aircraft is above this altitude, the chances of detection are

minimal.

Fire Max Rng. Sets the maximum engagement/firing range of the system. If the aircraft is being

tracked when it falls within this range, the system will open fire. The time it takes a SAM to

reach the aircraft varies based on the slant range and closing velocity of the system, however

AAA fire will reach the aircraft almost immediately.

Fire Frequency. The time in seconds the system waits before firing again. Essentially this is the

reload time for the system. Note that the reload process doesn't begin until the first shot either

hits or misses the aircraft. This interval should generally be higher for SAMs than AAA.

Lethality. The maximum potential number of aircraft systems lost as a result of a hit by this

AAW type. A value of 0 (inert) will result in no systems damaged. A value of 10 can result in up

to 10 systems damaged.


161 Preferences Tab

The method for activating hostility zones via the HSI is described in the Tutorial section of manual as

part of your flight. You must have a flight plan loaded with WPT steering boxed in the HSI. Using the

arrows on the HSI, select which waypoint will act as the center of the hostility zone by designating it

with the TGT option. The waypoint will become a TGT WPT and the hostility zone will become active.

3.7.6 Keyboard Preferences

The keyboard section allows modification of keys for use with Key Command Mode. Key command mode

is VRS’ custom keystroke implementation which allows a vastly expanded number of operations specific

to the aircraft. When key command mode is active, all MSFS keystrokes that share the same mapping

are overridden. For this reason, and with few exceptions, almost every operation you need to perform

from Master Arm, to Ejection, and every button in-between, can used without leaving key command

mode.

Key command mode is entered and exited with the default combination of [SHIFT-CONTROL-M]. In

order to determine if you’re in key command mode, press [TAB] (default TDC assignment key) and see if

the TDC (target designator control) priority diamond, located in the upper-right corner of each display, is

moving between displays. The TDC priority diamond will be solid if you’re in key command mode and

hollow if not. The state of key command mode is remembered between flights.

Because key command mode does override MSFS keystrokes, it’s important not to interfere with very

basic MSFS keys such as those used to change views [S] for example, or to quit the simulation

[CONTROL-C]. Most other keystrokes are not a problem, but if you choose to enable our default DDI

button keys [0-9] and [CONTROL 0-9], be advised that they will interfere with your ability to interact

with ATC windows as they pop up. You’ll need to leave key command mode to deal with them and then

switch back.

Category: The Category popup lets you choose a major subset of key commands. These are

fairly self-explanatory.

Command Mode: The universal keystroke that enters and exits key command mode.

3.7.6.1 Keystroke Remapping

The left column describes the event, the center column allows you to change it, and the right column

allows you to enable/disable it.


162 Preferences Tab

To change a key, click inside the middle column and type the key(s) which you want to map. Up to 3 keys

can be mapped per event by holding down each key in succession. For example press and HOLD [SHIFT],

and with SHIFT still down, press [CONTROL], and with CONTROL still down, press [LETTER]. Releasing the

keys will set the event unless there’s a conflict.

Accepted keys are [SHIFT], [CONTROL], [TAB], [0-9] and [A-Z]. [TAB] cannot be used in conjunction with

other keys and must be used by itself. The default behavior for [TAB] is TDC Cycle. [SHIFT] and

[CONTROL] can only be used in combination with other keys and cannot be used on their own or

together without a third key present.

CAUTION: PLEASE DO NOT CHANGE THE DEFAULT KEYS UNTIL YOU’VE HAD A CHANCE TO FLY THE

TUTORIAL. THE TUTORIAL ONLY USES DEFAULT KEYS AS A REFERENCE.


163 Preferences Tab

In the event of a conflict with another key, a dialog will tell you what the conflict is, and the key will be

returned to the original value. In order you resolve the conflict, you must do one of the following:

Choose a different key/combination.

Change the conflicting combination .

Disable the conflicting combination.

3.7.7 Simulation Preferences

These preferences are divided into several categories as follows:

3.7.7.1 Model

Options for the primary aircraft model:

Single Player. Enables the full single player model with all custom animation code.

Multi-player. Not available at the time of this writing. The multi-player models will utilize more

limited, stock animation code in order to drive the primary and secondary control surfaces, as

well as fixed ordinance in variaous configurations. The multi-player enhancements will come

online in the summer of 2010.

3.7.7.2 Virtual Cockpit

Options which only affect the virtual cockpit (if selected for use):

Canopy Glass. Canopy glass uses reflective materials which may reduce performance on some

systems. If you experience performance issues in the VC, try disabling this option.

Canopy Mirrors. Adds faux rear view mirrors to the canopy frame.

Control Stick. The control stick is positioned in the VC such that it can obscure a portion of the

HSI, making it difficult to see. Although all HSI functions are available from the DDIs, disabling

this option may be preferable. Note: this can also be done in flight by clicking on the base of the

control column.

Fuselage. This option controls the display of external aircraft parts such as wings, fuselage, air

brakes and tail surfaces which would be visible from VC cockpit. Although the displayed parts

are fairly lean in terms of geometry, additional textures must be loaded, and this will increase

draw calls, which are especially critical in multi-player environments.

External Stores. If external aircraft parts (above) are enabled, this option will add weapon

geometry to the wing tips and outer pylons which would be visible from the VC. Note that these

weapons will correspond to your current loadout. Disabling this option will improve

performance in the VC.


164 Preferences Tab

HUD Camera. The HUD camera is a small device located just in front of, and below the HUD. It

can potentially obscure the velocity vector, particularly at approach airspeeds. The HUD camera

can be clicked to make it invisible in flight, but must be re-enabled from the ACM.

VC Detail. The VC detail slider adjusts the level of non-functional “eye candy” used throughout

the VC. Level 1 provides good basic detail. Level 5 adds the smallest details such as nuts and

bolts (at a significant cost in additional geometry).

3.7.7.3 Avionics

With the exception of Cold/Dark Startup, these options can rescue some frames by reducing the amount

of code in avionic displays.

Lite LDDI. Removes some tactical [TAC] functions (including radar display) from the LEFT DDI.

Generally the LEFT DDI is used for support functions in RL. Enabling this option will remove

redundant radar functions which are available on other displays. This will free resources,

improving frame rates.


165 Preferences Tab

Lite RDDI. Removes some support [SUPT] functions (including the HSI display) from the RIGHT

DDI, freeing resources. Generally the RIGHT DDI is used for tactical functions in RL. Enabling this

option will remove redundant HSI functions which are available on other displays. This will free

resources, improving frame rates.

Lite UFCD. This option removes all DDI functions from the UFCD. Since the DDI mode is

redundant with a functioning LDDI and RDDI, it is recommended that you leave this option

checked (light version). The DDI functions use a tremendous amount of resources and this will

improve performance.

Block II DDI. This option switches between the older green displays (Block I), or the newer white

displays (Block II) for the left and right DDIs. The older green displays have a slightly better

contrast ratio in the simulation, and less tendency to exhibit “rainbow” edge artifacts.

Cold/Dark. The "cold and dark" option initializes the aircraft with both engines and all powered

systems off. This option only affects flights which start on the ground. Note that when this

option is off (unchecked), the switch positions are still retained upon exiting. This means that

once you go cold/dark, you are committed.

3.7.7.4 Graphics

Landing Light. VRS has licensed A2A Shockwave™ 3D landing lights for use in the VRS Superbug.

These lights are volumetric and highly authentic, especially in low visibility, high moisture

conditions. However if you wish to disable the volumetric effect, you may do so here. The

default landing light is a model-based Fresnel light developed by VRS that’s not too shabby

either, and may work better for some.

Display Smoke. Allows selection of white, red, or blue smoke for the default aerobatic smoke

system. Note that the default key for the display smoke system in FSX is [I], and this is used in

key command mode for the IFR probe. You will either need to leave key command mode or

remap the IFR probe before smoke can be used with the default [I] key.

Engine Smoke Effect. Enables faux “heat blur” and mild exhaust effects. Frankly, we suggest you

leave it off because these types of effects are just not a substitute for true heat blur. They are

also performance intensive.

LEX Vapor Effect. Provides alpha-based geometry that simulates vapor condensation over the

leading edge extensions and wings.

CAUTION:

DO NOT USE THE COLD/DARK OPTION UNLESS YOU ARE PREPARED TO START

THE AIRCRAFT MANUALLY! TURNING COLD/DARK BACK OFF WILL NOT RESTORE

THE AIRCARFT SYSTEMS, BECAUSE THE STATE OF COCKPIT CONTROLS ARE

SAVED BETWEEN FLIGHTS!

If you inadvertently select this option, choose Load Backup Files… from the File

menu. This will restore all settings to factory default.


166 Preferences Tab

Transonic Vapor Effect. Provides alpha-based geometry that simulates the transonic vapor cone

characteristic of the F/A-18.

3.7.7.5 Bullseye Coordinates

Latitude and longitude of the reference bullsye. The Bullseye is an arbitrary (and usually secret)

point near a battle space that tactical air groups use as a reference point when referring to

hostiles or as a rendezvous reference. In the VRS Superbug, the Bullseye can be seen on the

radar and HSI formats when it is within the range scale of the display. When the TDC cursor is

moved in the display, the TDC’s location relative to the Bullseye is shown. For example moving

the TDC cursor over a target will show the targets relative location to the Bullseye, and this can

be reported to other members so they’ll know where to find it. The Bullseye is a circular symbol

with an arrow extending from it. The arrow always points north.


167 Reference Tab

3.8 LIVERIES TAB

The liveries tab allows the browsing, editing, importing and exporting of installed texture sets. After

selecting a livery from the left-hand list, the stats, thumbnail, and description for each livery will be

displayed. This information can be edited and saved along with the aircraft file.

3.8.1 Installed Liveries

To choose a livery, select it from the list on the left-hand side of the screen [1]. Right-clicking the

selected livery will bring up a context-menu which allows for deleting, and moving the livery order

within the list. Note that deleting a livery is permanent. No backup copies of the liveries are stored in

your installation. Once this action is confirmed the aircraft will automatically be saved. There is no going

back!

1

2

4

5

3

6


168 Reference Tab

3.8.2 Aircraft Details

Aircraft details [2] such as the title as shown in the FSX preview window, air traffic control ID and other

aircraft-specific data may be edited here. Note that changing the tail code or flight number will NOT

graphically affect the aircraft in any way. We suggest you leave these settings alone unless you are

creating new textures as part of a repaint project. See the Paint Kit documentation for complete details.

A thumbnail image [3] will appear if a correctly named .jpg image exists within the texture

folder. The .jpg image should be named exactly the same as the texture folder that contains it.

Aircraft Title: The title as it will appear in the FS aircraft preview pane.

ATC ID: The ID used by air traffic control. For US aircraft, this should generally be the 2 letter

carrier air wing identifier, followed by the modex (explained below).

ATC Airline: The ATC system will use the specified airline name with this aircraft. This field can

be used in conjunction with EditVoicepack (EVP) to create unique radio audio for your aircraft.

Please refer to the EVP documentation for installing and using EVP in conjunction with this

aircraft.

Flight Number: This option should correspond to the “modex”, located on the nose and wings of

US naval aircraft. Note that changing this value will not graphically change the textures on the

aircraft.

The first digit of a modex indicates an aircraft's squadron within its carrier air wing. Modexes

beginning with 1 or 2 were assigned to fighter squadrons (VF) until the F-14 Tomcat was retired.

Today they are assigned to strike fighter squadrons (VFA) flying the F/A-18E/F Super Hornet.

Modexes of 3 and 4 also refer to attack aircraft, including the Hornet, and formerly the A-7

Corsair.

3.8.3 Aircraft Description

As with the aircraft details, the description [4] appears within the FS preview window just prior to flight.

This information can be freely edited, but again, we do not suggest you do this unless you’re making a

conscience effort to produce liveries for redistribution.

3.8.4 Export Livery

The Export Livery option [5] will take the currently selected livery and export a compatible Livery Pack

(distribution folder) to the location you choose. This option is mainly designed for repainters who wish

to redistribute custom paints which are currently installed and tested. The resulting redistribution folder

can then be compressed and uploaded to your favorite site.

3.8.5 Import Livery

This option allows you to automatically import a compatible livery pack (texture folder) directly into the

aircraft folder. Liveries will often be available for download from sites such as Avsim.com or

http://www.editvoicepack.com/


169 Reference Tab

Flightsim.com. Once downloaded and unzipped, these properly formatted folders can be browsed to

and imported automatically by using this option.

Any missing “generic” textures including VC textures can be copied into the new texture folder during

import. The complete specs for building a livery pack are explained in the Paint Kit documentation

available from the VRS support forums.

http://www.vrsimulations.com/forums/phpBB3/index.php


170 Reference Tab

3.9 REFERENCE TAB

Fairly self-explanatory, the reference tab allows you to view the kneeboard checklist and reference data

in HTML format. This is a more robust version of the checklist that is available in flight. The FSX inflight

kneeboard was heavily gimped in FSX compared to the FS9 version. Virtually all standard HTML

functions, including bookmarks and even hyperlinks were disabled.

Click the document you wish to view from the left sidebar. All documentation contained within these

selections can be printed by right-clicking and selecting Print…

3.9.1 Checklist

The checklist contains procedures ranging from carrier operations to in-flight emergencies. To access the

data, click on one of the primary categories [1] listed along the top of the pocket checklist, and then

select a sub-category bookmark [2] to view the information. Clicking on of the blue highlighted headings

[3] within the documentation will return the browser to the top level.

1 2

3


171 Reference Tab

3.9.2 Reference

The Reference category (left sidebar) contains a list of paired TACAN channels/frequencies. Look up the

frequency you wish to find the paired TACAN channel for, and use that channel to tune to the navaid via

the UFCD. This list may be printed by right-clicking and selecting Print…

3.9.3 Keyboard

The latest keyboard assignments used in Key Command Mode are found in section 11: Keyboard.

VRS F/A-18E Superbug Section IV: The Aircraft

172 The Super Hornet

4 THE AIRCRAFT

Aircraft Introduction by William Call, NAS Patuxent River

4.0.1 THE NAVY'S DILEMMA Why did the Navy procure the Super Hornet? There really isn't one single reason; instead, it was a

sequence of events. The aging A-6 Intruder was going to get a new lease on life by getting a new wing.

Unfortunately, the A-6 re-wing program did not work out, so it was canceled. This opened the door for

the navy to procure a new stealth attack aircraft, designated A-12 Avenger. At that time, Secretary of

Defense Richard Cheney did not like the way the A-12 program was going. So he canceled it, leaving the

navy with only the F/A-18A/B/C/D to carry out its attack missions. During this same time period, the Air

Force was conducting a competition for its next generation fighter, called Advanced Tactical Fighter

(ATF). There was a Navy version called the Navy Advanced Tactical Fighter (NATF), which was targeted

to replace the F-14 Tomcat. Due to cost, schedule, and design weight, the Navy terminated the NATF

effort. This left the Navy with an aging F-14 fleet, which was requiring a high number of maintenance

man hours per flight hour. The navy decided to retire the F-14 after over thirty years of service. These

events left a major void in the navy's airwing capabilities. McDonnell Douglas (now Boeing) recognized

this void and submitted a proposal for an aircraft that could do the fleet defense mission of the F-14

Figure 1: E1: The First Super Hornet



Tomcat and have the capability to carry

out attack missions. This proposal focused

on meeting the navy's budget and

schedule requirements, while delivering

an aircraft that could do these missions

with increased survivability. From this

proposal the F/A-18E/F Super Hornet was

born.

4.0.2 THE SUPER HORNET

The Navy could ill afford the cost and

schedule impact that a new “clean sheet”

aircraft design would bring. So the

strategy was to procure an improved

design of the F/A-18 Hornet, called Super

Hornet. Although the aircraft is

essentially a larger version of the Hornet,

that's where the similarities end.

Compared to the Hornet, the Super

Hornet has a 34 inch fuselage extension,

25% larger wing, two additional weapons Figure 3: F/A-18 Comparison

Figure 2: F/A-18F Cutaway (Flight International)



stations, 33% additional internal fuel, 15% larger vertical tail, and a 54% larger rudder.

A completely redesigned engine intake of trapezoidal

configuration replaces the D-shaped intakes of earlier

Hornets. These intakes provide 18 percent more air

to the up-rated engines, giving better performance at

high speed. Figure 2 shows a comparison of the

Super Hornet to the Hornet. In addition to the

geometrical differences, the Super Hornet has a

higher thrust General Electric F414-GE-400 engine,

improved APG-79 radar, a fly by wire, quadruplex

redundant flight control system (FCS), and a larger,

stronger, landing gear, featuring the first production

use of Aeromet 100 steel (an alloy steel). Figure 3

shows a phantom view of the F/A-18E, illustrating the

internal arrangement of the aircraft. The cockpit of

the Super Hornet is very similar to the Hornet's

cockpit. The biggest differences are the addition of a

touch sensitive Up-Front Control (UFC) Display, new

engine fuel display, and a larger liquid crystal

multipurpose color display. When the Super Hornet

was developed, a lot of emphasis was placed on

survivability. Redundancy was built into the electrical

system, hydraulic system, and flight control system. In fact, the flight control system has the ability to

detect and correct for battle damage. Another aspect of the increase in survivability is the reduction in

radar cross section (RCS). Geometric properties known as planform alignment, serrated edges, blade

seals for door edges and control surfaces, radar absorbing material (RAM) coatings, laser drilled screens

and vents, and an inlet device contribute to reduce the RCS of the Super Hornet.

The F/A-18E/F has an improved countermeasures system which is centered on the integrated defense

countermeasures system, designated ALQ-214. This suite includes the enhanced ALR-67(V)3 radar

warning receiver, the ALQ-214 countermeasures system and the fiber optic towed ALE-55 deceptive

jammer. The number of flare/chaff dispensers of the ALQ-214 was doubled to 120 units.

The later production Super Hornets are equipped with the Joint Helmet Mounted Cueing System

(JHMCS). This system uses a magnetic head tracker attached to the helmet that can synchronize the

pilot's head movements so that he/she can train the aircraft's radar, infrared sensors, and weaponry

simply by looking at the target and pressing a button on the control stick. It should be especially

effective when it is integrated with the AIM-9X high off boresight air to air missile. It will no longer be

necessary to maneuver the aircraft into the effective seeker arc of the missile in order to launch a



missile and have it hit its target. Another targeting system that the Super Hornet uses is a system known

as the ASQ-228 Advanced Tactical FLIR (ATFLIR). The system uses a forward looking infrared and laser

spot tracker, and a laser designator to acquire and identify targets. This system allows for the use of

greater stand-off distance weapons such as JSOW and high precision air to ground weapons such as

JDAMs.

The Super Hornet can carry the Shared Reconnaissance Pod (SHARP), an all weather reconnaissance

system that is contained in a pod that is carried on the centerline station. This reconnaissance system

replaces the TARPS unit that was carried on the F-14. By carrying four underwing 480 gallon fuel tanks

and a centerline A/A42R-1 aerial refueling pod, the Super Hornet can carry out the aerial refueling

tanker mission. Other missions that the Super Hornet is capable of performing are the maritime air

superiority mission, air combat fighter mission, fighter escort mission, reconnaissance mission, close air

support mission, air defense suppression mission, day/night attack mission, and all weather attack

mission.

4.0.3 DEVELOPMENT AND

TESTING

The first flight of the Super Hornet was on 29

November 1995. Eventually there would be

5 single seat E models and 2 tandem seat F

models at the Navy's flight test center at

Patuxent River, Maryland, see figure 4. The

Navy's principal research, development, test,

and evaluation for naval aircraft,

along with the Navy Test Pilot

School are located at Patuxent

River. As part of the Navy's

development testing, carrier based

aircraft are evaluated using Pax

River's catapult and arres ting gear

facilities. An example of E3 Figure 4: E3 Configured as a G (field arrestment)



configured as a G

aircraft, trapping with

an asymmetrical store

load out, is illustrated

in figure 5.

Engineering and

Manufacturing

Development (EMD)

testing started in

February 1996 and

consisted of 3100

flights and 4600 flight

hours. One of the early

EMD test aircraft was

E4, shown in figure 6.

Aircraft E4 did the high AOA testing, spin testing, flying qualities and performance testing, weapon

delivery and accuracy testing, and had the distinction of flying the 1000th Super Hornet flight hour.

Several deficiencies were uncovered during the development testing, among them were: Horizontal tail

delaminations, sub system component failures in the vertical tail, engine turbine blade failures, store

separation issues, and uncommanded wing drop. These deficiencies were eventually rectified. The

horizontal tail delaminations were fixed by adding fasteners to attach the composite skins to the

substructure. Vertical tail sub systems were redesigned and requalified to the Super Hornet

environment. The failed F414 turbine blade was a redesigned blade that was part of a weight reduction

program. The fix was to go back to the original turbine blade design. Store separation analysis indicated

that some bombs might collide with the side of the fuselage or with other bombs when released. This

phenomenon is brought on by adverse airflow created by the airframe. To cure this problem, the

underwing pylons were towed three degrees outboard.

Another problem that was encountered during development testing was wing “droop”. Basically, the

problem was caused by airflow separating on one wing before the other, and it typically occurred while

the aircraft was maneuvering at high angles of attack and at high g-forces. The solution to this problem

was the addition of a porous wing fold fairing on the upper surface of the wing. Although the porous

wing fold fairing eliminated wing drop, buffet and airframe stress were increased. During the early

design phase of the Super Hornet, pair of LEX vent control surfaces were added to the design. Wind

tunnel data showed that the Super Hornet would benefit by opening these vents, to improved high

speed turn performance and to break up vortices that were shed from the LEX at high angles of attack,

thus sparing the vertical tails from the harsh buffeting environment that the F/A-18A experienced.

Unfortunately, these benefits did not materialize during the development flight testing. So, the LEX

vents were removed from the Super Hornet early in the test program.

Figure 5: PAX River NAS.

Figure 6: E4



Figure 7: 5 Wet

The last flight of EMD testing was on April 30, 1999. Full Rate Production (FRP) of the F/A-18E/F Super

Hornet began on February 2, 2000. In August 2003, flight testing of several aerodynamic configurations

began, known as the Transonic Flying Qualities Improvement (TFQI) program. The goal of the TFQI

program was to reduce the increased buffet and airframe stress that the porous fairing brought on. A

configuration consisting of a 5 inch tall full chord wing fence, solid wing fold fairing, saw tooth leading

edge, and aileron boundary layer trips ended up being the final fix. Unfortunately, the cost and time

required to retrofit the entire F/A-18E/F fleet was prohibitive. However, the TFQI fixes would be

introduced on the production line for the EA-18G Growler.

4.0.4 FLEET DEPLOYMENT

The first operational unit to get the Super Hornet was VFA-122, based at NAS Lemoore, California. This

unit received their first seven planes in November 1999. This was to be the Fleet Replacement

Squadron (FRS), which meant that it had the responsibility for developing the training program and for

developing the tactics that would be used by Super Hornet pilots. The Super Hornet received its first

taste of combat with VFA-115. VFA-115 initially flew missions over Afghanistan in support of Operation

Enduring Freedom, but never expended any ordnance. Because of the increased “bring-back” capability

of the Super Hornet, most of the unexpended ordnance could be recovered aboard the carrier to be

used another day. In Operation Southern Watch the squadron expended 22 JDAMs against 14 targets,

marking the first time that the Super Hornet dropped ordnance in anger against an enemy. The

squadron also participated in Operation Iraqi Freedom, during which they dropped laser guided

precision bombs and GPS guided

JDAMs. Also, during these

missions, some of the VFA-115

Super Hornets were equipped

with the centerline A/A42R-1

aerial refueling store, which they

used to refuel other members of

their squadron. The squadron

dropped more than 380,000

pounds of ordnance during

Operation Iraqi Freedom. In

addition to the three test

squadrons (VX-9 Vampires, VX-23

Salty Dogs, VX-31 Dust Devils), the

squadrons listed below have

transitioned to the F/A-18E.

4.0.5 VARIANTS

The F/A-18E/F is manufactured as a single seat E model or a tandem seat F model. The two seat F model

has a missionized rear cockpit, allowing the weapons system officer (WSO) to conduct two missions



simultaneously such as air to air combat and precision attack of multiple ground targets. It can also be

configured as an aerial refueling tanker by carrying four underwing 480 gallon fuel tanks and a

centerline A/A42R-1 aerial refueling pod (commonly called five wet). Figure 7 shows an aircraft

configured with the five wet load out. In this configuration, the Super Hornet is capable of carrying

29,000 pounds of JP-5 jet fuel. Another variant of the Super Hornet is the reconnaissance variant, when

configured with a centerline SHARP pod. The latest member of the Super Hornet family is the EA-18G

Growler, a two seat electronic warfare aircraft. Figure 8 shows an EA-18G aircraft, note the wing fence

and saw tooth leading edge, which are part of the TFQI program.

4.0.6 THE FUTURE

Early production Super Hornets were equipped with the Hughes APG-73 radar. Beginning with

production Block 2, (September 2002), the Super Hornet's radar was upgraded to the APG-79 (AESA).

Although the Super Hornet is relatively new, the navy is already thinking about a structural life

assessment program (SLAP) that would assess extending the operational life from 6000 hours to 12000

hours. Foreign military sales of the Super Hornet are being actively pursued. The government of

Australia has agreed to purchase 24 F models and the Indian government is reviewing the Super Hornet

as part of their future fighter/attack aircraft. The U.S. Navy foresees a strike fighter shortage before the

F-35C is operational in 2015. Current estimates are 69 F/A-18 Super Hornets will be needed to bridge

the strike fighter gap.

Figure 8: Growler F



4.1 FLIGHT CHARCTERISTICS

The flight Control System (FCS) in the VRS F/A-18E enables handling that provides “virtually carefree”

maneuvering through most of the flight envelope. As such, there are some flight characteristics which

are somewhat unique to the F/A-18E. A thorough understanding of these flight characteristics along

with the details of the flight control system described in subsequent sections, allows the pilot to safely

and effectively exploit the full capabilities of the airplane.

4.1.1 Flight Control Modes

Handling qualities differ depending on which Flight Control Mode the FCS is operating under. FCS mode

is determined primarily by the FLAP switch position: Powered Approach (PA) mode is entered with the

FLAP switch in HALF or FULL and airspeed under 240 KCAS. Up/Auto (UA) mode is entered with the FLAP

switch in AUTO or airspeed above 240 KCAS. If airspeed is above approximately 240 KCAS, the flight

controls switches to, or remains in, UA mode regardless of FLAP switch position.

4.1.2 PA (Flaps HALF or FULL) Handling Qualities

The FCS uses rate feedback for AOA and pitch with flaps HALF or FULL. Handling qualities are excellent

up to approximately 14° AOA. Maximum AOA at full aft stick with flaps HALF or FULL is approximately

25° AOA. Because FLAPS down handling qualities begin to degrade above 14° AOA, particularly with

abrupt inputs, flight at greater than 14° AOA with flaps HALF or FULL is prohibited. The FCS provides

good lateral directional control of the aircraft via a Rolling Surface to Rudder Interconnect (RSRI)

function. Sideslip and yaw rate feedback are used to coordinate lateral inputs, reducing pilot workload

by reducing the requirement for rudder input to maintain coordinated flight.



Flaps HALF or FULL configurations are very departure resistant up to the 14° AOA limit for normal two-

engine operation, even with asymmetric store loadings. Roll and yaw control are positive up to the 14°

limit, but is better above 10° AOA with flaps HALF. Above the AOA limit, uncontrollable roll-offs are

possible in either flap setting, particularly with high lateral weight asymmetry. An intermittent warning

tone will sound beginning at 14° AOA.

4.1.2.1 Nosewheel Steering

The VRS F/A-18 features low and high-gain Nose Wheel Steering (NWS). This allows adjustable

nosewheel steer angles which can be controlled based on yaw-rate feedback to control excessive side

forces which may result in tip over. Although the Standard edition of the VRS F/A-18E does not provide

specific yaw-rate feedback into the NWS system, low gain steering will quite forgiving. Hi gain NWS can

be used on a carrier deck, or for tarmac parking. Without NWS (failure) using differential braking alone

may be difficult. Crosswinds have minimal effect on takeoff characteristics and only a small amount of

lateral stick into the wind is required to keep the wings level during the takeoff roll.

4.1.2.2 Takeoff

Nosewheel lift-off speeds are dependent on CG location and aircraft gross weight. At nominal and

forward CG locations, the airplane requires aft stick to effect rotation. Premature aft stick application

during the takeoff roll can result in early nosewheel lift-off and potential over-rotation, particularly with

aft CG.

Pitch attitudes in excess of 10° during takeoff rotation may result in ground contact between engine

exhaust nozzles and/or stabilators.

Landing gear speed limits can be easily exceeded during shallow climbs after takeoff with MAX power.

With large lateral weight asymmetries, there is a slight tendency to yaw into the heavy wing during the

initial ground roll and again during the takeoff rotation. Otherwise, takeoff characteristics are very

similar to symmetric store loadings. Directional trim may be required after takeoff for balanced flight

with store asymmetries.

4.1.2.3 Approach

Normal approach and landing characteristics are excellent; with good speed stability and solid lateral-

directional handling qualities. With crosswinds, a wings-level crabbed approach with removal of half the

crab angle just prior to touchdown minimizes deviations from runway heading and landing gear side

loads during landings. Touchdown in a full crab angle results in an uncomfortable roll opposite the crab

angle and upwind drift, requiring large rudder pedal inputs to align the aircraft with the runway.

Likewise, removing the crab angle entirely results in downwind drift and directional transients after

touchdown. A wing down, top rudder approach results in excessive bank angle and is not

recommended.



4.1.3 UA (Flaps AUTO) Handing Qualities

Handling qualities in UA are somewhat unconventional in that they exhibit neutral speed stability at low

AOA and the excellent maneuverability at high AOA. This offers outstanding “nose pointing” capability,

particularly when used in conjunction with rudder at high AOA.

4.1.3.1 Neutral Speed Stability

Neutral speed stability is due to the FCS attempting to maintain 1g, zero pitch rate flight with hands-off

the stick. This has the effect of eliminating the need for longitudinal trim adjustments. Note that the VRS

F/A-18E will not attempt to maintain 1g flight in a bank, as this would in effect be the same as initiating

g-onset in order to counter the loss of lift due to banking.

4.1.3.2 Longitudinal Handling

Longitudinal handling is excellent with good pitch rate and damping that combine to allow very

aggressive maneuvering. The maximum commanded AOA is approximately 45-50 degrees at full aft

stick. Combined with the capability to command high AOA is the ability to generate high nose-down

pitch rates with large forward stick to rapidly reduce AOA, particularly below approximately 200 KCAS.

This nose-down pitch rate capability is further enhanced as airspeed decreases to 150 KCAS. However,

due to departure resistance concerns, the additional nose-down capability is reduced when large

forward stick inputs are accompanied by even moderate lateral stick inputs. Note that the Standard

Edition of the VRS F/A-18 E does not provide the same rapid AOA recovery function of the Professional

Edition. This is an advanced FCS features reserved for Pro.

4.1.3.3 g-Limiter

The FCS g-limiter limits load factor under most flight conditions to the symmetric loading limit (NzREF)

based on gross weight below 57,400 pounds. Above 57,400 pounds, NzREF is fixed at 5.5g even though

the allowable load factor may be below NzREF. Above 57,400 pounds, the limiter does not provide

adequate over-g protection and pilot action may be required to prevent an aircraft overstress.

Very abrupt full aft stick commands with aft CG conditions can defeat the limiter, causing an over-g. In

addition, abrupt pushes can result in a negative over-g. Care should be taken during all abrupt

maneuvers, as large lateral stick inputs combined with high pitch rate can also defeat the limiter.

4.1.3.4 Speed Brake Function

The Speed brake “function” is so-called because it’s a combination of dedicated spoiler surfaces, aileron,

trailing edge flap (TEF), and rudder flare. The speed brake function provides excellent deceleration

under most flight conditions.

4.1.3.5 Lateral-Directional Handling

Lateral-directional handling qualities, particularly at high AOA, are excellent. Roll rates and roll damping

combine to provide very agile, yet controllable roll characteristics. The FCS attempts to maintain



consistent roll response throughout the 1g flight envelope. Maximum roll rates are in the 200°/second

range with clean wings and approximately 150°/second with wing tanks and/or air-to-ground stores.

Note that the Professional Edition of the VRS F/A-18E has more dynamic control over reduced roll rates

under high loading.

The FCS provides specific high AOA control laws which provide excellent maneuverability. At 25° AOA

and above, rudder pedal deflections no longer provide yaw control inputs but instead act entirely as a

roll control (identical to lateral stick input) by commanding aileron and differential stabilator with the

RSRI commanding the required rudder deflection for roll coordination. Rudder pedal inputs are summed

with lateral stick inputs and this combined input is limited to a value equal to a full lateral stick input.

Therefore, applying pedal opposite to lateral stick cancels lateral stick inputs proportional to the pedal

input, i.e. full opposite pedal cancels a full lateral stick command resulting in zero roll rate. Between 13

and 25° AOA, rudder pedal deflections gradually change from pure yaw controllers to pure roll

controllers. This method of control provides enhanced departure resistance at high AOA.

Limited yaw control with rudder input is returned at low airspeed and high AOA only if lateral stick is

applied in the same direction as the rudder. This feature starts becoming effective at airspeeds below

approximately 225 KCAS and above 20° AOA but is most effective at approximately 120 KCAS and 34°

AOA. This region of flight is ideal for performing the maneuver known as the “pirouette”, where nose

pointing capability is most effective. Enabling this feature outside of these conditions (or in PA) would

compromise departure resistance. When this feature is enabled, the sum of lateral stick and rudder

pedal command is no longer limited to a value equal to a full lateral stick input. The excess roll command

is fed to the directional axis to command sideslip. For example, adding full rudder pedal with a full

lateral stick input provides a maximum roll and yaw command. Alternatively, adding lateral stick to an

existing full rudder pedal input has the same effect. The resulting aircraft motion is a highly controllable

nose-high to nose-low reversal also known as the “pirouette” maneuver.

Manual lateral trim changes may be required as flight conditions change with asymmetric store loadings

(i.e. dropping ordinance). Additionally, small sideslip excursions (1 to 3°) are common during steep

climbs and descents, even with symmetric store loadings. These excursions are non-oscillatory in nature

and are controllable with minimal rudder pedal inputs.

In general, flying qualities are also very good with large lateral weight asymmetries. The aircraft tends to

roll toward the heavy wing at elevated g such as during a pull off target during an air-to-ground attack;

away from the heavy wing at negative g. In each case, the roll is easily countered with lateral stick.

Additionally, roll coordination may be slightly degraded with large lateral stick inputs and may require

rudder pedal to maintain balanced flight. At high AOA, the aircraft tends to yaw away from the heavy

wing. Yaw-off should be expected above 25° AOA. Opposite rudder pedal may be required to maintain

controlled flight.



4.1.4 Departure Resistance

The F/A-18E/F is extremely departure resistant throughout the operational flight envelope. A departure

is defined by aircraft motion which is contrary to flight control inputs. Flight test has shown that for

most symmetric loadings, the aircraft is departure free during multi-axis rolling maneuvers up to 360°

bank angle change.

4.1.5 Single-Engine Performance

Single engine performance with flaps AUTO results in little to no change in handling qualities at low

AOA. Yaw trim will be required to counter asymmetric thrust effects. At high AOA, engine failure results

in a yaw toward the failed engine that is controllable by quickly reducing AOA and countering the yaw

with rudder.

With flaps HALF or FULL, minimum controllable airspeed is a function of AOA and lateral asymmetry.

Maintaining on-speed AOA is critical to avoiding a departure that can rapidly result in excessive roll

attitudes. Even with MAX thrust, static and dynamic engine failures are still controllable as long as AOA

is maintained near on-speed. When an engine fails, the first perceptible aircraft motion is a yaw toward

the failed engine. While too much rudder pedal is not harmful, too little rudder pedal may cause

controllability problems.

4.2 FLIGHT CONTROL SYSTEM

The Flight Control System (FCS) is a “fly-by-wire”, full authority control augmentation system (CAS). The

FCS provides four basic functions:

1. Aircraft stability.

2. Aircraft control.

3. Departure resistance.

4. Structural loads management.

The base flight model in the VRS F/A-18E (and the real aircraft’s “flight model’) is statically-neutrally

stable, to slightly unstable. The FCS is absolutely necessary in order to maintain stability and enforce

“basic control laws.” These laws determine aircraft response to pilot inputs by intercepting the

commands coming from, in this case, your game controller(s). The FCS provides departure resistance by

either refusing to accept or by attenuating pilot inputs that would otherwise lead to an aircraft

departure. Lastly, the FCS provides structural loads management by limiting g-available to prevent an

aircraft overstress or by retracting flight control surfaces at airspeeds that would otherwise exceed the

structural limits of the airframe.

4.2.1 Flight Control Surfaces There are 12 control surfaces on the F/A-18E:



1. Leading Edge Flaps (LEF) (x2)

2. Trailing Edge Flaps (TEF) (x2)

3. Ailerons (x2)

4. Rudders (x2)

5. Horizontal Stabilators (x2)

6. Dedicated Spoilers (x2)

Most of these surfaces can work together to provide combined “functions” which increase aircraft

maneuverability. The current position of each individual surface can be monitored from the FCS format

on any DDI.

Pitch control is provided by stabilators and, in some conditions, with rudder toe-in or rudder flare. Roll

control is accomplished with combinations of ailerons, differential stabilators, differential LEFs, and

differential TEFs dependent on flight condition and CAS operating mode. The twin rudders deflect

symmetrically for directional control. The speedbrake “function” uses as many as 8 surfaces deflecting

simultaneously in addition to their “normal” functions.

Hydraulic power to the control surfaces is supplied by HYD 1 (left engine) and HYD 2 (right engine).

Stabilator and TEF actuators are powered simultaneously by one HYD circuit from each system. All other

actuators are powered by a single primary HYD circuit, with backup hydraulic power available through a

hydro-mechanical switching valve. The aircraft can lose up to 2 circuits without any degradation in flying

qualities. Each engine is capable of powering the entire aircraft. Refer Table 1: Main Surface Deflection

Limits.

Table 1: Main Surface Deflection Limits

Surface Limit

Aileron 25° TEU to 42° TED

Rudder 40° left or right

Stabilator 24° TEU to 20° TED

LEF 5° LEU to 34° LED

TEF 8° TEU to 40° TED

LEX Spoilers 0° or 60° TEU

4.2.1.1 Spoiler Surfaces

The spoilers are mounted on top of the fuselage near the aft end of the LEX. The spoilers are controlled

by the FCCs and have two fixed positions: 0° (down) or 60° TEU. The 60° TEU position is activated by the

speed brake function or when more than 15° TED stabilator is commanded (forward stick) above 22°

AOA to aid in recovery from high AOA (Note: AOA recover function is a Pro version feature).



4.2.2 CAS Operating Modes

Handling qualities differ depending on which Flight Control Mode the FCS is operating under. FCS mode

is determined primarily by the FLAP switch position: Powered Approach (PA) mode is entered with the

FLAP switch in HALF or FULL and airspeed under 240 KCAS. Up/Auto (UA) mode is entered with the FLAP

switch in AUTO or airspeed above 240 KCAS. If airspeed is above approximately 240 KCAS, the flight

controls switches to, or remains in, UA mode regardless of FLAP switch position.

FLAPS AUTO: Selects UA operating mode for up and away flight.

FLAPS HALF: Selects PA operating mode for the takeoff and landing configuration. Sets TEF

deflection and aileron droop to 30° TED (WonW or at approach speed).

FLAPS FULL: Selects PA operating mode for the takeoff and landing configuration. Sets TEF

deflection and aileron droop to 40° TED (WonW or at approach speed).

4.2.3 Pitch CAS

Pitch CAS (P CAS) utilizes normal acceleration, pitch rate, and AOA feedback, each scheduled based on

aircraft flight conditions, to tailor aircraft response to pilot stick inputs and to provide stabilator

commands. P CAS operates by comparing aircraft response to longitudinal stick input, driving the

stabilators symmetrically until the difference is reduced to zero.

In UA, with neutral longitudinal stick, comparing pilot input to aircraft response has the effect of

constantly trimming the aircraft to steady-state, hands-off 1g flight, essentially removing the

requirement for manual trim.

4.2.4 Roll CAS

Roll CAS (R CAS) schedules aileron, differential LEF, differential TEF, and differential stabilator

commands in response to lateral stick inputs to achieve the desired roll characteristics.

Differential LEFs and TEFs are only used in UA. The LEFs deflect differentially up to 5° when below

25,000 feet and above 0.6 Mach. Differential TEFs are not used above 10° AOA or below -5° AOA. At high

airspeeds, aileron, differential stabilator and differential TEF travel are reduced to provide consistent roll

rate response and to aid in preventing structural loads exceedances. At low airspeeds, aileron and

differential stabilator travel are reduced with increasing AOA to minimize adverse yaw.

R CAS incorporates two features to reduce pitch-roll inertial coupling induced departures. Based on

pitch rate and Mach number, the first feature reduces the roll command when the pilot applies an

excessive combined lateral/longitudinal stick input. The second feature limits the roll command when

the aircraft is already rolling and longitudinal stick is moved rapidly. This second feature is removed at

low altitude and high speed since available pitch rate does not result in significant pitch-roll inertial

coupling.



4.2.5 Yaw CAS

Yaw CAS (Y CAS) uses yaw rate and lateral acceleration feedback to provide directional axis damping and

to augment pilot commands to the twin rudders. A rolling surface-to-rudder interconnect (RSRI)

adjusted by roll-rate-to-rudder crossfeed (scheduled with AOA), and lateral acceleration feedback are

used to minimize sideslip for roll coordination.

Below about 13° AOA, rudder pedal deflections provides yaw by normal rudder deflection. At about 25°

AOA and above, rudder pedal deflections no longer provide yaw input, but instead act entirely as a roll

controller (identical to lateral stick input) by commanding aileron and stabilator with the FCS

commanding the required rudder deflection for roll coordination. Rudder pedal inputs are summed with

lateral stick inputs and this combined input is limited to a value equal to a maximum lateral stick input.

Applying pedal opposite to lateral stick then cancels lateral stick inputs proportional to the pedal input,

For example, full opposite pedal cancels a full lateral stick 1:1 resulting in zero roll rate. Between 13° and

25° AOA, rudder pedal deflection gradually changes from pure yaw control to pure roll control. This

method of control provides enhanced departure resistance at high AOA.

Limited yaw control with rudder input is returned at low airspeed and high AOA only if lateral stick is

applied in the same direction as the rudder. This feature starts becoming effective at airspeeds below

approximately 225 KCAS and above 20° AOA but is most effective at approximately 120 KCAS and 34°

AOA. This region of flight is ideal for performing the maneuver known as the “pirouette”, where nose

pointing capability is most effective. Enabling this feature outside of these conditions (or in PA) would

compromise departure resistance. When this feature is enabled, the sum of lateral stick and rudder

pedal command is no longer limited to a value equal to a full lateral stick input. The excess roll command

is fed to the directional axis to command sideslip. For example, adding full rudder pedal with a full

lateral stick input provides a maximum roll and yaw command. Alternatively, adding lateral stick to an

existing full rudder pedal input has the same effect. The resulting aircraft motion is a highly controllable

nose-high to nose-low reversal also known as the “pirouette” maneuver.

4.2.6 Flap Scheduling In UA, LEFs, TEFs, and aileron droop are scheduled as a function of AOA and air data to optimize cruise

and turn performance, to improve high AOA characteristics. LEFs start to deflect as AOA increases above

approximately 3°, reaching full deflection (34° LED) by about 25° AOA. TEFs start to deflect above 2 to 3°

AOA, are at full scheduled deflection (approximately 10 to 12° TED) from approximately 6 to 15° AOA,

and begin to retract as AOA increases further. In other words, TEFs are deflected in the heart of the

maneuvering envelope to produce more lift and are retracted at high AOA. In UA, aileron droop is

scheduled to 50% of TEF deflection at low AOA and to 0° at high AOA.

In PA, LEFs are scheduled with AOA to maximize lift. TEFs are scheduled with airspeed, but should be at

maximum scheduled deflection at approach speed. In PA, aileron droop is scheduled with TEF

deflection. The following table shows flap deflections based on CAS operating mode and/or air data.



Table 2: Flap Scheduling

CAS Mode FLAPS Status LEF TEF Aileron

UA N/A

WonW 3° LED 4° TED 2° TED

WoffW Scheduled with

M,AOA,Alt

Scheduled with

M,AOA,Alt

50% of TEF (<10°

AOA), 0° (>15°

AOA)

PA

FLAPS HALF



AOA

30° TED (on

speed)

30° TED (on

speed)

FLAPS FULL



AOA

40° TED (on

speed)

40° TED (on

speed)

WonW = Weight on Wheels, WoffW = Weight off Wheels, TED = Training Edge Down, TEU = Training Edge Up, LED = Leading

Edge Down, LEU = Leading Edge Up

4.3 AVIONICS

The avionics subsystem combines the integration and automation needed for operability with the

redundancy required to ensure flight safety and mission success. Key features of the system include

highly integrated controls and displays, inertial navigation set with carrier alignment capability (pro

version only), and extensive built in test capability. The avionics subsystems operate under the control

of two mission computers.

4.3.1 Mission Computers (MC)

The mission computer system consists of two digital computers (MC1 and MC2) which are high speed,

stored program, programmable, general purpose computers with core memory. Computer de-selection

is made with the MC switch on the MC/HYD ISOL panel. The VRS F/A-18E simulates both computers and

the functions they provide.

MC1, referred to as the navigation computer, performs processing for navigation and caution display,

and as backup for MC 2.

MC2, referred to as the weapon delivery computer, performs processing for air-to-air combat, air-to-

ground attack, and tactical control/display.

4.3.1.1 Cautions and Advisories

Cautions and advisories are displayed on the LDDI except when the LDDI is OFF or failed, in which case

they are displayed on the RDDI. Cautions appear as 150%-size yellow text and are displayed as they

occur beginning in the lower left of the display and sequence to the right and up. The 10th cautions

sequences to the lower left of the adjacent display (RDDI) and continues for up to 18 cautions.



Advisory messages appear as 120%-size letters on a single line beneath the caution displays. The

advisories are preceded by ADV- legend and separated by commas.

A caution or advisory is removed when the condition ceases. If there is a caution or advisory displayed

to the right of the removed caution or advisory the display remains blank. Pressing the MASTER

CAUTION light when repositions the remaining cautions and advisories to the left and down to fill the

blank displays. When a caution occurs, the MASTER CAUTION light on the main instrument panel

illuminates and the MASTER CAUTION tone or a voice alert is annunciated. The MASTER CAUTION light is

extinguished by pressing the light.

4.3.2 Master Modes The F/A-18 operates under a Master Mode paradigm. The master mode determines the initial displays

and configurations which are set after entering a given mode. The three master modes are:

1. Navigation (NAV)

2. Air-to-air (A/A),

3. Air -to-ground (A/G)

Controls, displays, and the avionics equipment operation are tailored as a function of the master mode

selected. The navigation master mode is entered automatically when power is applied to the aircraft,

when the air-to-air or air-to-ground modes are deselected, when the landing gear is lowered, or when

the aircraft has WonW. The A/A master mode is entered either by pressing the A/A master mode button

alongside the left DDI or by selecting an A/A weapon directly by keyboard. The A/G master mode is

selected by pressing the A/G master mode button or the equivalent keystroke.

4.3.3 NavigationAl Steering Modes The sources of steering information available in the NAV master mode are Waypoint (WPT), TACAN

(TCN), Instrument Landing System (ILS), and Data Link (DL). The data link modes include Vector (VEC) and

Automatic Carrier Landing System (ACL). The data link modes are only available in the Professional

version of the VRS F/A-18E.

TACAN and waypoint steering are mutually exclusive; selecting one automatically deselects the other.

Data link, ILS, and TACAN (or waypoint) steering can be provided simultaneously. The ACL mode is

selectable only in the NAV master mode and the vector mode is available in all master modes. Steering

information is used by the Automatic Flight Control System (AFCS) to provide coupled steering options.

4.3.4 Multi-Purpose Display Group

The multipurpose display group consists of the right and left Digital Display Indicators (DDI), the

Multipurpose Color Display (MPCD), the Digital Map Set (DMS), the Head-Up Display (HUD), the CRS



(course) set switch, the Up Front Control Display (UFCD) and the HDG/TK (heading/ground track) set

switch.

The multipurpose display group presents navigation, attack, and aircraft attitude displays to the pilot.

The multipurpose display group converts information received from the mission computer system to

symbology for display on the right and left DDI, the MPCD, the UFCD, and the HUD. The left and right

DDIs and the MPCD contain pushbuttons for display selection and selection of various equipment

operating modes. The UFCD is an active matrix liquid crystal display with an infrared (IR) touchscreen for

operator inputs. In the VRS F/A-18E, the UFCD can be interacted with via the mouse and/or keyboard.

These displays are described in detail in subsequent sections.

4.3.5 Built-In-Test System

The BIT/status monitoring subsystem, provides the aircrew with a simple display of system status via the

DDI BIT Format. The subsystem monitors engine and airframe operational status for unit failures and

caution/advisory conditions when the mission computer system is operating. When the mission

computer system detects a caution/advisory condition, it commands display of the applicable caution or

advisory message on one of the DDIs. The mission computer displays the subsystem BIT results on one

of the DDIs.

4.3.5.1 Equipment Status Displays

Equipment status displays (BIT, caution, and advisory) provide the aircrew with continuous status of the

avionics equipment and weapons. A cue to check equipment BIT status is the appearance of the BIT

advisory display on the LDDI. A MENU selectable top level BIT format displays the status of failed, NOT

RDY, or OFF systems of all avionics equipment that interface with the MC.

For a list of BIT status equipment messages, refer to Table 3: BIT System Status Messages.

Table 3: BIT System Status Messages

Message System Definition

NOT RDY All except MC1 OFF, not installed, or initializing

OFF RDR, MPCD, UFCD, IFF, RALT, ILS, TCN, COM1,

COM2 OFF

IN TEST All systems except MC1, MC2, RWR Initiated BIT (IBIT) in progress

GO All systems BIT completed without failure

DEGD All systems except MC1, MC2 Operation degraded

OVRHT LDT, FLIR, NFLR, SMS, MPCD, UFCD, CSC,

FCSA, FCSB, ASPJ, RWR, LTDR, ALE-50 Overheat.

MUX FAIL CLC, FLIR, NFLR, SMS, RDR, LDDI, RDDI, MPCD,

CSC, MC2, FCSA, FCSB, COM1, COM2, ASPJ,

Not communicating on MUX and on/off

discrete is set to on.



LTDR,ALE-47, ALE-50

OP GO NFLR, SMS, COM1, COM2, ALE-47, ALE-50 Non critical BIT failure detected

PBIT GO All systems except MC1, MC2, RWR,FADEC

Initiated BIT has not been run since ground

power-up and PBIT is not reporting any

failures.

4.3.5.2 Initiated BIT

The BIT top level and nine sublevels can be used to initiate BIT. Those avionics set groups identified by

the legends on the top level display periphery have an initiated BIT capability. BIT may be initiated for all

operating units simultaneously except for some BIT that cannot be performed in flight. BIT for individual

units within groups may be initiated through the BIT sublevel displays. Pressing BIT returns to the BIT

top level display. Pressing STOP when BIT is in progress terminates initiated BIT.

Simultaneous IBIT of all equipment can be performed by selecting AUTO from the BIT top level display.

Equipment group, acronym and status are displayed at the display options. Equipment group status

Individual system status results other than GO, PBIT GO, IN TEST, SF TEST, and OP GO are displayed with

a system acronym in the center of the display. If the equipment list is too long to be displayed on one

page, a PAGE pushbutton is displayed. Pressing PAGE displays the remainder of the list that is on page 2.

Pressing PAGE when page 2 is displayed returns page 1.

Initiated BIT of entire equipment groups is performed by selecting SELBIT (SELBIT option becomes

boxed) on the BIT top level display and the desired equipment group pushbutton. Once SELBIT is boxed,

pressing a desired group will perform an IBIT on the selection.

4.4 OPERATING LIMITATIONS

4.4.1 Engine Operating Limitations Refer to Table 4: Engine Operating Limitations

Table 4: Engine Operating Limitations

Limitations N2 (%) N1 (%) EGT (°C) Nozzle(%) Oil Press (psi)

Transient (MIL / MAX) 102 103 970 − −

Steady state MAX

100 100 950 50 to 100

80 to 150 MIL 930 0 to 35

Ground IDLE ³ 60 ³ 30 250 to 500 75 to 85 35 to 90

Start ³ 10 − 870 − 180



4.4.2 Airspeed Operating Limitations

The airspeed limitations for the basic aircraft (with or without pylons) in smooth or moderately

turbulent air with the landing gear retracted and flaps in AUTO: Subsystem AIRSPEED Operating

Limitiations

Table 6: Subsystem Airspeed Limitations

Subsystem Position/Action Airspeed/Groundspeed

Refueling Probe Extension/Retraction 300 KCAS

Extended 400 KCAS

Landing Gear Extension/Retraction 250 KCAS

Extended 170 KCAS

Trailing Edge Flaps HALF-FULL 250 KCAS

Tires Nose Gear 195 KGS

Main Gear 210 KGS

Wingfold Spread/Fold 60 knots

Canopy Open 60 knots

Table 5: Airframe Operating Limitations



4.4.3 Gross Weight and Lateral Weight Asymmetry Limitations

Lateral asymmetry and gross weight are calculated and provided in the Aircraft Manager’s Preflight

Summary Window. Refer to Table 7: Gross Weight and Lateral Asymmetry.

Table 7: Gross Weight and Lateral Asymmetry

Condition Gross Weight Limitation(lbs) Lateral Weight Asymmetry(ft-lb)

Field takeoff 66,000

26,000 Inflight

Field landing, FCLP, T&G 50,600

Catapult 66,000 22,000

Carrier landing / barricade 44,000

4.4.4 AOA Limitations - Flaps AUTO Refer to Table 8: AOA Limitations FLAPS AUTO.

Table 8: AOA Limitations FLAPS AUTO

Lateral Weight Asymmetry

(1,000 ft-lb) Subsonic Supersonic

>6 Unrestricted

>+15°

Unrestricted

> +15°

Half lateral stick or half

rudder pedal inputs

only

>6 to >8

-6 to +15°

Single axis inputs only (2)

>8 to >12

Low/Slow

>20k ft or

>250 KT

Unrestricted

High/ Fast

>20k ft and >250

KT

>+30°

>12 to >26 -6 to +15°

Single axis inputs only (2)

(1) Rolling maneuvers up to abrupt, full stick (full stick in less than 1 second) are authorized within the

AOA and acceleration limitations specified in figure 4-7.

(2) In ``Single axis inputs only'' regions, avoid rolling or yawing the aircraft while changing longitudinal stick position. It is

acceptable to pull, stop, then roll or to pull and counter any roll-off induced by the heavy wing under g.

4.4.5 Flaps FULL or HALF Limitations Refer to Table 9: FLAPS FULL or HALF Limitations.

Table 9: FLAPS FULL or HALF Limitations

Parameter Limitation



AOA 0 to 14° (AOA tone) (1)

Bank angle 90° max 15° max during flap

selection (HALF or FULL from AUTO)

Acceleration Symmetrical 0.0 to +2.0g

Rolling +0.5 to +1.5g

(1). Transitory excursions above 14° may be seen during catapult launch.

4.4.6 ARS Limitations Refer to Table 10: ARS Operating Limitations.

Table 10: ARS Operating Limitations

Condition / Action Limitation

Altitude 0 to 35,000 feet MSL

Power on (RAT unfeathered) 180 to 300 KCAS

Hose extended 180 to 250 KCAS

Hose extended and fuel transfer to receiver 180 to 300 KCAS or 0.80 Mach maximum

Hose retract 180 to 200 KCAS (< 25,000 feet MSL)

180 to 210 KCAS (³ 25,000 feet MSL)

VRS F/A-18E Superbug Section V: Cockpit Systems

194 Cockpit Overview

5 COCKPIT SYSTEMS

The F/A-18 was initially designed to be a single-seat fighter without a RIO to handle many extra duties.

While the Hornet has certainly evolved beyond its initial design specs, coping with the increased

workload of the pilot in an inherently “busy” environment drove the designers to provide a highly

efficient and ergonomic cockpit which could offer the pilot some measure of relief in dealing with

multiple tasks simultaneously. The resulting design, which was arguably the most advanced in the world

when it entered service, offers the pilot much flexibility and workload reduction compared to previous

generations.

The F/A-18E cockpit shares approximately 95% of the avionics of previous generation Hornets, but

improves upon earlier designs primarily by the addition of a touchscreen Up-Front Control-Display

(UFCD), located just below the HUD. The new UFCD can not only be used as a Communications and

Navigation Interface (CNI) as in legacy Hornets, but can completely duplicate the function of any DDI.

Many of the “steam” gauges traditionally present in “legacy” aircraft have been replaced with digital

CRT and LCD displays. The main panel consists of the touchscreen LCD UFCD mentioned above, flanked

on either side by two CRT Digital Display Indicators (DDIs). Directly below the UFCD is a digital Multi-

Figure 9: Actual cockpit (left), VRS cockpit (FS9 shown)


195 Cockpit Overview

Purpose Control Display (MPCD) with digital moving map capability. In the VRS F/A-18E this is a

dedicated Horizontal Situation Display (HSI) used for navigation.

Avionic interaction is accomplished by pressing one of 20 pushbuttons surrounding each display, or by

touching the virtual buttons on the UFCD. A Hands-On Throttle and Stick (HOTAS) arrangement, allows

the pilot to control a Target Designator Cursor (TDC), and to operate all weapon controls and many

support functions without removing his or her hands from the flight controls. Using Key Command Mode

(see section XI, KEYBOARD) in the VRS F/A-18, it is possible to completely duplicate this behavior by

assigning those keystrokes to game controllers.

The pilot controls the aircraft from a solid rocket-propelled, 0/0, Martin Baker SJU-17 Naval Aircrew

Common Ejection Seat (NACES). “Zero/zero” implies the seat can be operated from zero altitude and

zero airspeed (on the ground). The reason this capability is required is because the majority of mishaps

occur at or near to the ground as a result of carrier-based hazards such as engine FOD or “cold cat”

shots where the aircraft is incapable of achieving enough speed during launch. The VRS F/A-18E

simulates the operation of the ejection seat.

To the left and right of the seat are side consoles used for a wide variety of functions ranging from

lighting to external power controls. The vast majority of these functions are simulated in the VRS F/A-18.

Left Upper Console

Right Main Console Left Main Console

Right Upper Console

Main Instrument Panel

Center Pedestal

Figure 10: Cockpit major panel breakdown


196 Main Instrument Panel

5.0 MAIN INSTRUMENT PANEL

The main panel of the F/A-18E is comprised of the following components:

1

3

2

4 5

6

7

8

9

10

11

12

13 14 15 17

18

19

16

16

Figure 11: Main instrument panel



1) Lock/Shoot Lights. Provides heads-up positive radar lock and target solution indication.

2) Head-Up Display (HUD). The F/A-18E's primary flight display.

3) Angle of Attack (AOA) Indexer: The AOA Indexer is a series of lights which correspond to approach

AOA, and cue the pilot to increase or decrease power during final approach.

4) Left Annunciator Panel: A cluster of warning, caution, and advisory lights.

5) Right Annunciator Panel: A cluster of warning, caution, and advisory lights.

6) Master Arming Panel: Weapon arming, master mode selection and fire suppression.

7) Emergency Jettison Button: Pressing this button immediately jettisons all stations except cheek and

wingtips.

8) Left Digital Display Indicator (LDDI): A multi-purpose display used for support and tactical systems.

Along the periphery of each DDI are twenty pushbuttons labeled PB1-PB20 beginning with 1 in the

lower left, clock-wise to 20.

9) Up-Front Control Display (UFCD): Touchscreen Communications and Navigation Interface (CNI), and

DDI backup function.

10) Right Digital Display Indicator (RDDI): Identical in every respect to the LDDI, but primarily used for

tactical functions in day-to-day operations.

11) IR Cooling/Spin Override panel: Allows disabling of the automatic spin recovery system and

activation of the IR cooling system (Pro version only).

12) HUD Controls: Provides control of various HUD functions including clutter reject level, brightness,

altitude selection (barometric or radar), and AOA indexer light brightness.

13) Selective Jettison Panel: Allows selection of specific stations for jettison. Used in conjunction with

the selective jettison panel (described in subsequent sections).

14) Engine/Fuel Display (EFD): Provides critical engine parameters and fuel level indication. The EFD

also provides “bingo” level adjustment.

15) Multi-Purpose Color Display (MPCD): In the VRS Super Hornet, the MPCD provides HSI functions.

16) Standby Instruments Group: A cluster of analog “backup” instruments. These include an Attitude

Direction Indicator (ADI), Airspeed Indicator (ASI), Altimeter (ALT), and Vertical Speed Indicator (VSI).

These “steam” gauges also include a cabin altimeter and analog clock located on the center

pedestal.

17) Standby Magnetic Compass: Gyro driven magnetic compass.

18) ECM/EW Panel: Controls power to ECM and EW systems.

19) Auxiliary Release Enable: Enables auxiliary jettison for secondary jettison attempts of failed/hung

stations.



1

2

3

2

Figure 12: Lock/Shoot lights

5.0.1 Lock/Shoot Lights

The Lock/Shoot lights are mounted on the canopy framing and

illuminate when the A/A radar is either locked onto a target and/or

within firing range of the selected weapon. The top light [1],

indicates LOCKED when the radar has a positive lock Single Target

Track. The middle light [2] indicates SHOOT when the selected

weapon is capable of striking the target. The lower light [3] is a

white strobe which flashes along with the SHOOT light to aid in

alerting the pilot peripherally should his/her attention be focused

elsewhere.

5.0.2 Head-Up Display (HUD)

The primary flight display in the F/A-18E is a Head-Up Display

(HUD). The term “Head-Up” means the pilot does not

necessarily need to look down into the cockpit to receive vital

information about the primary flight status of the aircraft.

Altitude, airspeed, heading, and angle of attack are all visible

while looking through the HUD glass to the outside world. The

HUD is a Collimated optical system that uses a combination of

glass planes and a projector to display calibrated graphics, or

Symbology over the field of view.

5.0.2.1 HUD Collimation

The term collimated quite literally means “tweaking” an optical

instrument for the best display. In the case of a HUD, this

means keeping the optics in focus and alignment regardless of

where the pilot is focusing their vision or moving their head. Focusing of vision is irrelevant in the case of

a 2D display device, but head movement is critical. One of the problems which need to be overcome is

that the symbology displayed in the HUD must remain conformal with the outside world. This is

especially important where Velocity Vector (flight path marker) placement is concerned, since the

velocity vector must always show the pilot where the aircraft is truly flying regardless of attitude or AoA.

The VRS F/A-18E reproduces HUD collimation when flying in the Virtual Cockpit (VC). However this

functionality is not technically required unless the user is flying with a device such as a TrackIR, which

allows the eyepoint to move along the lateral axis (left/right), or rotate along the longitudinal

(forward/backward) axis. The one exception would be if the user moves the seat position up or

down/left or right. In this case, the collimation will compensate just as if a TrackIR were being used.

Figure 13: HUD

http://www.naturalpoint.com/trackir/



5.0.2.2 Common HUD Symbology

Symbology is a fancy word for the “stuff” that appears in the HUD and other displays. The HUD displays

information that's appropriate to the current Master Mode, and/or weapon system that's currently

selected. Master modes were discussed in section 4, The Aircraft, but briefly, a master mode is one of 3

states the aircraft can be in depending on what it is the pilot wants to do. These are either Navigation,

Air-To-Air, or Air-To-Ground. Symbology which is present in all or most master modes may be referred to

as Common Symbology, and is as follows:

1) Heading Tape: The aircraft magnetic/true heading is indicated by the moving 30° heading scale 1.

The moving heading scale provides trend information during turns. As the aircraft turns right, the

scale moves from right to left.

2) Command Heading Marker: When waypoint/OAP or TACAN direct great circle steering is selected

(discussed in the Navigation Section), the command heading marker 2 is displayed just below the

heading scale 1. During air to ground operations with a designated ground or NAV target, a diamond

will appear here instead of a vertical bar.

9

10 11 12

14

4

1

2

3

5

13

8

7

6

15

16



3) Heading Caret: The actual aircraft heading is directly above the caret/T symbol 3. Magnetic or true

heading may be selected. Magnetic heading is indicated by a caret below the heading scale (shown).

True heading selection is indicated by a T symbol appearing below the current heading.

4) Calibrated Airspeed: Calibrated airspeed from the MC 4 is provided in the box on the left side of the

HUD. The tops of the airspeed and altitude boxes are positioned at the aircraft waterline 5, which is

4° up from the optical center of the HUD. As in the real aircraft, the VRS F/A-18E provides actual

calibrated airspeed in the HUD, NOT indicated airspeed.

5) Waterline Symbol: Visible when the landing gear are down, or any time the velocity vector is HUD-

limited, the waterline symbol 5 represents the aircraft longitudinal axis. This should not be confused

with the actual aircraft flight path, which is represented by the velocity vector !

6) Vertical Velocity: This value is displayed above the altitude box [7] and indicates vertical velocity in

feet per minute. This is displayed in the NAV master mode only. Descent is indicated by a minus

sign.

7) Altitude: Altitude in feet is displayed in the box on the right side of the HUD [6] and may be either

barometric altitude or radar altitude depending on the setting of the altitude switch on the HUD

Control Panel. When the altitude switch is in the BARO position, barometric altitude is displayed.

When the altitude switch is in the RDR position, radar altitude is displayed and is identified by an “R”

to the right of the altitude box. If the radar altitude is invalid, barometric altitude is displayed and a

“B” next to the altitude flashes to indicate that barometric altitude is being displayed rather than

radar altitude. The ten thousand and thousand digits are 150% size numbers. The hundred, ten, and

unit digits are 120% size numbers, except that below 1,000 ft they are 150% size.

8) Barometric Setting: The barometric setting used by the air data function in the FCC is the value set

in the standby altimeter. When the barometer setting is changed on the standby altimeter, the

barometric setting is presented below the altitude on the HUD to provide a head-up baro-set

capability. The display remains for 5 seconds after the change is made. In addition, the baro-set

value is displayed and flashed for 5 seconds when the aircraft descends below 10,000FT at an

airspeed less than 300 KCAS.

9) Left Data Block: The following information is provided in the area below the airspeed box:

Angle of Attack (AoA). Angle of attack or “alpha” in degrees is displayed at the left center of the

HUD.

Mach Number. The aircraft Mach number is displayed immediately below the angle of attack.

The Mach number is removed with the gear down.

Aircraft g. Normal acceleration of the aircraft is displayed immediately below the Mach number.

As with Mach number, g is not visible with the gear down.

Peak g. The maximum peak positive g attained during flight. This value is only displayed once

current g exceeds 4.0.



10) Horizon Bar: Then the landing gear are down, the Extended Horizon Bar appears. The horizon bar is

not designed to remain on the visual horizon, simply because the earth is spherical. The higher the

aircraft is the higher above the visual horizon the horizon bar will appear. This is perfectly normal.

The horizon bar is primarily meant to serve as a reference for the velocity vector [11]. When the

velocity vector is above the horizon bar, the aircraft is ascending, below, it's descending.

11) Velocity Vector: The Velocity Vector provides an outside world reference with regard to actual

aircraft flight path. The velocity vector represents the point towards which the aircraft is flying

(actual flight path).

The position of the velocity vector is limited to an 8° radius circle centered at the HUD optical

center. If the velocity vector reaches this limit during high angle of attack flight or large yaw and/or

drift angles, it flashes rapidly to indicate that it does not accurately indicate flight path (velocity

vector is “HUD limited”). The flight path/pitch ladder is referenced to the waterline symbol when

the velocity vector is HUD limited

In the NAV master mode, the velocity vector may be caged to the vertical center line of the HUD by

the cage/uncage function from key command mode. When it is caged, a Ghost Velocity Vector (not

shown) is displayed at the true velocity vector position if that position is more than 2° from the

caged position. The flight path/pitch ladder and steering information are referenced to the caged

position. The ghost velocity vector flashes when limited.

12) Right Data Block: The information contained in the right data block and varies with master mode to

a large degree; therefore in this section we will only touch on the most likely information displayed

in NAV Master Mode. Other possible symbology will be covered in the pertinent sections. From top

to bottom up to 4 lines of text can appear in this area as follows:

1) ACLS Data: Contains information pertinent to the Automatic Carrier Landing System (ACLS) (Pro

version only).

2) AFCS Data: Information pertinent to the Automatic Flight Control System (AFCS) (autopilot). This

can be one of the following:

o CPL SEQ: Appears with Sequence Steering selected (analogous to a flight plan “route”,

and will be explained under Navigation) and the autopilot coupled.

o CPL WYPT: Appears with Waypoint Steering selected (analogous to a GPS “direct-to”

route) and the autopilot coupled.

o CPL TCN: Appears with TACAN Steering selected (analogous to NAV autopilot mode) and

the autopilot coupled.

o CPL P/R: Appears with ACL steering selected (Pro version only).

3) ATC/NWS Status:



o ATC. With weight off wheels, Auto Throttle Control (ATC) status appears here. When

Approach Auto Throttle is engaged, this reads APR ATC. When Cruise Auto Throttle is

engaged, it simply reads ATC.

o NWS. With weight on wheels, the Nose Wheel Steering (NWS) mode appears here.

When NWS is in low-gain (normal) mode, NWS appears. When NWS is in high-gain, NWS

HI appears. When NWS is disengaged, nothing appears.

4) Station/Waypoint Distance/Identifier: With TACAN Steering enabled, the currently tuned

TACAN station slant range in nautical miles appears here followed by the Morse Station

Identifier.

With waypoint steering selected and no designated ground target, the range to the selected

waypoint along with the waypoint ID appears here.

13) Time: Depending on the current time settings (please see Navigation), the HUD can display either

Local Time (LTOD), Zulu Time(ZTOD) (default), Elapsed Time (ET), Countdown Time (CD), or nothing

at all. The time is set by pressing TIME from the HSI page which will bring up the CNI TIME format on

the UFCD.

14) Flight Path/Pitch Ladder: The vertical flight path angle of the aircraft is indicated by the position of

the velocity vector on the pitch ladder. The pitch angle “rungs” each represent 5° of angle between

the zenith (+90°) and nadir (-90°). Positive pitch lines are solid and are above the horizon line 0.

Negative pitch lines are dashed and are below the horizon line. The outer segments of the lines

point toward the horizon. To aid in determining flight path angle when it is changing rapidly, the

pitch lines are angled toward the horizon at an angle half that of the flight path angle. For example,

the 50° pitch line is angled 25° toward the horizon. In level flight, the pitch lines are not angled. The

zenith is indicated by a circle and the nadir is indicated by a circle with an X in it. Aircraft pitch angle

can be determined by comparing the waterline (or tops of the altitude and airspeed boxes if the

waterline is not visible) with the pitch ladder when the wings are level, but the flight path/pitch

ladder normally rotates about the velocity vector and determination of pitch angle may be difficult

at high roll angles.

15) Designated Target Range: If a target exists either as a Ground Target or a NAV Target, the range %

to the designated target waypoint/offset aimpoint, or ground target, followed by TGT will appear in

this location.

16) Bank Angle Scale: A bank angle reference scale up to 45° left/right will appear at the bottom of the

HUD in NAV master mode or any time the gear is down. At bank angles in excess of 47°, the bank

angle scale pointer is limited at 45° and flashed.

5.0.3 HUD Control Panel



The HUD control panel is located just below the UFCD in the center of the main instrument panel.

5.0.3.1 HUD Reject Switch

Adjusts the degree of “clutter” the HUD displays by removing non-critical information.

o NORM: Displays full HUD symbology.

o REJ 1: Removes the Mach, g, and peak-g indications, the bank angle scale and pointer,

the airspeed and altitude boxes, energy caret (landing gear down), and the ground

speed required cue.

o REJ 2: Removes REJ 1 symbology and the heading scale, current heading caret,

command heading marker, NAV/TCN range, and the ET, CD, LTOD or ZTOD timer.

5.0.3.2 BRT Control Knob

Powers the HUD and varies the intensity. Clockwise rotation (mouse wheel UP or left-click) increases

brightness. Counter-clockwise rotation (mouse wheel DOWN or right-click) decreases intensity until the

knob is full left, at which point the HUD is powered off.

5.0.3.3 Brightness Selector Switch

This is a two-position toggle switch attenuates the overall brightness of the HUD in conjunction with the

HUD symbology brightness control.

DAY: Provides maximum brightness.

NIGHT: Attenuates the brightness by 4 shades of luminance for night operation.

5.0.3.4 BLK LVL Knob

The VRS F/A-18 for FSX supports NFLIR through-the HUD night vision enhancement. This switch

increases and decreases the intensity of the NFLIR “video”.

Figure 14: HUD control panel



5.0.3.5 HUD Video Control Switch

This switch powers and unpowered the NFLIR night vision mode. The first position (down) is OFF, the

middle and top positions are ON.

5.0.3.6 BAL Control Knob

No function. In the real aircraft, this control adjusts the stroke brightness relative to the raster

brightness of HUD video.

5.0.3.7 AOA Indexer Control Knob

This control adjusts the intensity of the AOA indexer lights located to the left of the HUD (see Angle of

Attack Indexer, below).

5.0.3.8 ALT Selector Switch

This control is used to select the primary altitude source for display on the HUD and for use in the

mission computer (weapon systems calculations). When RDR is selected, an “R” will appear to the right

of the altitude box in the HUD. If radar altimeter is invalid (> approx. 5000 ft or bank angle > approx. 50

degrees), a “B” will replace the “R” and flash to indicate that RALT is no longer valid.

BARO: Barometric altitude will be used for display in the HUD and in weapon system delivery

calculations.

RDR: Radar altitude will be used for display in the HUD and in weapon system delivery

calculations.

5.0.3.9 ATT Selector Switch

The ATT selector switch selects the primary attitude source used for display in the HUD and in MC and

FCC computations.

INS: Functions identically to the AUTO position.

AUTO: If INS data is valid, aircraft attitude reference will be based on high-quality filtered

gyroscopic data. If INS reference data becomes invalid, the standby ARI will be used as the

attitude source.

STBY: The standby ARI is used for all attitude reference functions.

Note that the SE version of the VRS F/A-18 does not simulate true INS or AINS functions. To simulate INS

attitude reference information, simulation variables not subject to error are used instead. However the

function of this switch is still valid and standby reference information will be substituted if this switch is

placed in STBY.



5.0.4 Angle of Attack (AOA) Indexer

The angle of attack indexer, mounted on the left HUD frame, displays

approach angle of attack (AOA) via 3 colored lights Figure 8: AOA Indexer

and Bracket. The indexer operates with the landing gear down and weight

off wheels. The symbols flash if the arresting hook is UP and the Hook Bypass

Switch on the left-upper console is in the CARRIER position. The symbols will

not flash with the arresting hook up and the hook bypass switch in FIELD. The

AOA indexer knob on the HUD control panel can be used to dim the indexer.

All symbols light when the Light Test Switch on the interior light control panel

is set to TEST.

The top (green) light [1] indicates the aircraft is “slow” (AOA is too high), and

the chevron symbol points down indicating the nose should be lowered to

decrease AOA. The middle (yellow) light [2] indicates AOA is nearing or “on speed” and AOA

within acceptable margins for landing. The bottom (red) light [3] indicates “fast” and corresponds to

AOA being too low. The lower chevron points up indicating the nose should be raised to increase AOA.

Intermediary AOA is indicated by multiple lights lit simultaneously. For example a green (slow) and

yellow (onspeed) indication means the aircraft is slightly slow. In practice, the best way to control AOA is

through power settings, because despite the immediate results obtained through raising or lowering the

nose, AOA will continue to be incorrect once attitude is reestablished.

The HUD also provides AOA indication when the landing gear are down by way of an Angle of Attack

Bracket. The bracket, which looks like an elongated “E” is tied to the velocity vector and moves vertically

to indicate approach AOA. When the top horizontal line of the bracket is above the left “wing” of the

velocity vector, AOA is too high (slow), when the middle rung of the bracket is flush, AOA is on speed.

When the bottom rung is below the “left wing”, AOA is too low (aircraft too fast).

1

2

3



5.0.5 Up-Front Control Display

The UFCD is on the main instrument panel below the HUD. The UFCD is an active matrix liquid crystal

display with an infrared (IR) touchscreen which is used for data entry inputs and control of the

Communications and Navigation Interface (CNI) systems (autopilot modes, IFF, TACAN, ILS, data link,

radar beacon, UHF/VHF radios and ADF). In addition, the UFCD can function as a fully functional DDI.

UFCD is used in conjunction with the two DDIs and the MPCD to enter navigation, sensor, and weapon

delivery data. Some formats initialize with data in the scratchpad [10], e.g. the COMM sublevel of the

CNI format initializes with the comm frequency in the scratchpad. When data entry is started, and

preexisting digits in the scratchpad are blanked, allowing data entry.

The UFCD uses a double clear mechanism. The first selection of the ``CLR’’ keypad option (not shown in

the image above or available from the CNI top level) removes the last digit that was entered in the

scratchpad. The second selection of the ``CLR'' option removes all the digits which have been entered in

the scratchpad. If an error is made entering incorrect data, or data which does not conform to the

Figure 15: Up-front Control Display

1

2

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5 6 7

8

9

3

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format of a given interface, the word “ERROR” flashes in the scratchpad until new data is entered, or the

CLR key is pressed.

1) COMM 1/2 VOL Knobs. Rotating these controls clockwise (mouse wheel UP, or left-clicking), powers

the COMM 1 radio. Rotating the control fully counter-clockwise removes power from the radio. The

VRS F/A-18 does not simulate volume control for the communication radios as this volume is not

independently accessible via code.

If any given radio is powered, a corner highlight appears over the respective COMM option (top and

bottom right CNI option buttons). COMM function is explained in detail in section 6.

2) COMM 1/2 Channel Knobs. Rotating these knobs cycles through all available COMM 1 or COMM 2

preset channels. Channels are analogous to the presets in a car radio, and hold stored preset

frequencies. The VRS F/A-18 can “remember” these frequencies from flight to flight. Each radio has

12 presets labeled 1-9, M, G, and S as follows:

1-9: Stores any preset frequency entered into the scratchpad from the respective radio’s COMM

sublevel.

M: Channel M is slightly different in that any frequency entered into the scratchpad from the

CNI top level will go directly into channel M regardless of which channel is currently selected.

Once the frequency is entered and the MAN option is selected from the CNI top level, the radio

will immediately tune to channel M and whatever frequency was previously in channel M will be

replaced with the newly entered frequency.

G: Identical in function to channels 1 through 9, but labeled and ideally designed to hold the

Guard frequency.

S: Identical in function to channels 1 through 9, but labeled and ideally designed to hold the Ship

Maritime frequency.

3) CNI Keypad. The keypad is used to ender data into the scratchpad. If key command mode is active

and the button command keys are enabled in the ACM, the physical keyboard and be used to enter

data into the UFCD.

4) ID Pushbutton. Squawks the currently active IFF/Transponder frequency. The transponder

frequency, power and mode can be selected by pressing the IFF touch option button from the CNI

top level.

5) BRT Knob.Controls brightness of the UFCD LCD display (power is controlled from the MPCD)

Rotating the knob clockwise (mouse wheel UP or left-clicking) increases brightness. Rotating the

control counter-clockwise (mouse wheel DOWN or right-clicking), decreases brightness and

eventually powers off the UFD.



6) CONT Knob. Controls display contrast. Rotating the knob clockwise (mouse wheel UP or left-clicking)

increases contrast. Rotating the control counter-clockwise (mouse wheel DOWN or right-clicking),

decreases contrast.

7) SYM Knob. No Function.

8) EMCON Pushbutton.The EMCON pushbutton may be used to terminate all onboard emitters except

COMM transmitters and ALQ-165. During EMCON operations, EMCON is displayed in the scratchpad

for top level CNI display or vertically in the left options for DDI displays on the UFCD.

Note that entering EMCON will, in addition to placing all transmitting equipment in STBY, place the

TACAN radio into receive-only mode. Subsequently leaving EMCON will NOT return the NAV radio to

transmit/receive automatically.

9) CNI Touch Options (see below for more details). Various options which usually lead to subpages

where additional data can be entered.

10) Scratchpad Display. The scratchpad is used as a visual confirmation of data entered into the UFCD

via the CNI keypad. As digits or other data are entered in, the scratchpad will echo that information

and format it based on the current sublevel. If an error is made the scratchpad will flash the word

“ERROR” indicating an invalid entry. Subsequently pressing he CLR key will clear the error message

and reinitialize the scratchpad for entry.

5.0.5.1 CNI Data Entry Methods

Data can be entered into the scratchpad by pressing the keypad digits or by using the keyboard number

keys (key command mode active and TDC priority on the UFCD). Once the scratch pad is “loaded” there

are two way the data can be entered into a CNI system, depending on whether the CNI top level is being

displayed or not:

CNI Quick Entry Method: If, and ONLY if the CNI top level is displayed, the data in the

scratchpad can be instantly entered into the ILS, COMM 1-2, TCN, IFF, or warning altitude

systems simply by touching either one of those options with the scratchpad “loaded.” If the data

is not valid for that particular system, the ERROR message will be flashed and the input will be

ignored.

In fact there is no ENT key displayed on the CNI top level at all. Instead it’s replaced by the MAN

key. Pressing ENT with at least 5 different systems each of which could be the target of the data

makes little sense, since the system would have no idea where the data entered was to go. So

pressing MAN will attempt to place the data into the selected radio’s Manual channel and tune

to it. This would be exactly the same as entering data into the scratchpad and touching either

radio option button.

Standard Entry Method: From any sublevel (but not the CNI top level), data is entered into the

scratchpad as described above, either by touching the numbers or using the keyboard, however



ENT must be pressed after the data is in the scratchpad rather than simply touching the option

to receive the data.

5.0.5.2 UFCD CNI Mode

The UFCD has 2 primary modes of operation (CNI and DDI) which are further broken down into

sublevels. The default mode is called the Communication and Navigation Interface (CNI). This mode

encompasses all the functions described above including communications, navigation, autopilot, altitude

warning interfaces, ILS, IFF, etc. The “Top level” for all of these functions (illustrated on the previous

page) can be used to access various sublevels (see CNI Touch Options, below).

5.0.5.3 CNI Top-level Touch Options

These 10 options [11] are used to access various CNI

sublevels dedicated to functions corresponding to their

respective labels. These options change depending on

the current sublevel. Options 2 and 10 (top right and

bottom right respectively) are dedicated COMM

options and does not change regardless of the CNI

sublevel. Pressing either of these options from any

sublevel or the CNI top level will immediately go to the

COMM 1 or COMM 2 sublevels.

1) D/L, BCN, ILS: (data link, beacon and instrument

landing system). Invokes the ILD sublevel for

powering and/or tuning the ILS frequency.

Figure 16: UFCD modes

Figure 17: CNI top level options

1 2

3

5

7

9

4

6

8

10



2) COMM 1: Displays the currently selected COMM 1 channel and when touched, either invokes the

COMM 1 sublevel or places the contents of the scratchpad into channel M if the scratchpad contains

a valid com frequency (quick-entry method).

3) A/P: (auto pilot) sublevel. Bring up the autopilot sublevel for choosing autopilot modes.

4) RALT: (radar altimeter with altitude reading). Invokes the altitude warning sublevel.

5) TCN: (TACAN with channel number). Invokes the TACAN sublevel for powering and selecting the

active TACAN channel and modes.

6) EW: (electronic warfare). Available when using the non “lite” UFCD (ACM option), this will cause the

UFCD to switch to DDI mode and immediately go to the DDI EW format.

7) IFF: (identification friend or foe with mode numbers). Invokes the transponder sublevel for

powering, tuning, and changing transponder modes.

8) FLR: (forward looking infrared radar). As with the EW option, this function invokes the DDI mode of

the UFCD and immediately switches to the FLR format (if available). If no FLIR is loaded onto the

aircraft this option is blank.

9) DDI: (digital display indicator). Switches the UFCD to DDI mode from CNI mode. The DDI mode is a

fully functional DDI and is available when the “lite UFCD” option is unchecked in the ACM

preferences.

10) COMM 2: Displays the currently selected COMM 2 channel and when touched, either invokes the

COMM 2 sublevel or places the contents of the scratchpad into channel M if the scratchpad contains

a valid com frequency (quick-entry method).

5.0.5.4 UFCD DDI Mode

The second UFCD mode is a fully

functional DDI (“lite UFCD” option

unselected in the ACM preferences).

Pressing the DDI touch option from

the CNI top level switches to DDI

mode. Flanking the DDI display at the

center of the screen are 10 touch

options as follows:

1) HSI: Brings up the Horizontal

Situation Indicator.

2) RDR: Brings up the A/A radar

format.

3) HUD: Brings up the backup HUD.

1 5

2

3

4

6

7

8

9



4) SMS: Brings up the Stores Management System display.

5) COMM1: (labeled CH 11 in the image at right). Immediately switches back to CNI mode and brings

up the COMM 1 sublevel.

6) RALT: Immediately switches back to CNI mode and brings up the altitude warning sublevel.

7) EW: Brings up the Electronic Warfare DDI format.

8) CNI: Returns to the CNI top level.

9) COMM 2: (labeled CH 0 in the

image at right). Immediately switches back to CNI mode and brings up the COMM 2 sublevel.

When in DDI mode, the labels surrounding each menu option are touch sensitive and the mouse may be

used to invoke any DDI option simply by clicking the associated label (instead of the buttons on the

“normal” DDI displays). For a detailed description of various DDI formats, please see the associated

avionic in sections 6 through 8.

Figure 18: UFCD DDI mode



5.0.6 Left Annunciator Panel

This panel, located to the left of the UFCD just below the instrument hood houses the MASTER CAUTION

light/button, the Left Engine FIRE button, and a series of support system oriented annunciator lights.

1) FIRE: The left FIRE light indicates a

fire condition in the left

engine/AMAD bay. Each light is also

a pushbutton, which is guarded to

prevent inadvertent actuation.

Pushing light arms the fire

extinguisher bottle (FIRE EXTGH

READY light on) and shuts off flue

flow to the affected engine.

2) MASTER CAUTION Light: The yellow

MASTER CAUTION light comes on

when any of the caution lights or caution displays come on. The MASTER

CAUTION light goes out when it is pressed (reset). A “tweedle, tweedle” audio

tone is also initiated when the MASTER CAUTION light comes on.

Pressing the MASTER CAUTION when it is unlighted causes the uncorrected DDI caution and

advisory displays to reposition to the left and to a lower level, provided there is available space

vacated by corrected caution and advisory displays. To restack the cautions and advisories when the

MASTER CAUTION is lighted, the MASTER CAUTION must be pressed twice: first, to turn off the

MASTER CAUTION light and second, to reposition the caution and advisory displays.

3) L BAR (green) : The green L BAR light indicates the launch bar is deployed, and in a manner

consistent with the position of the L BAR switch.

4) L BAR (red) : The red L BAR light indicates the launch bar is extended in flight, or remains retracted

despite the L BAR switch being placed in EXTEND with weight on wheels (WonW).

5) L GEAR: The L GEAR light will indicate green if all 3 gear are down and locked. The light will flash

when the gear are in transit. If the gear are lowered with airspeed above 240 KCAS, the light will be

amber

6) HOOK: The green HOOK light indicated the tailhook is down and consistent with the position of the

tailhook handle.

7) FULL: The FULL light will be green with the FLAPS switch placed in FULL and airspeed below 240

KCAS. The light will be amber with the FLAP switch placed in FULL and airspeed above 240 KCAS.

8) HALF: The HALF light will be green with the FLAPS switch placed in HALF and airspeed below 240

KCAS. The light will be amber with the FLAP switch placed in HALF and airspeed above 240 KCAS.

6

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9) R BLEED: In the VRS F/A-18E, the R BLEED light will annunciate any time the LT TEST switch is placed

in TEST. The current ECS failure simulation does not include a BALD system for bleed air leak

instigation or detection.

10) L BLEED: See RBLEED.

11) SPD BRK: The green SPD BRK light indicates the speed brake function has been deployed.

5.0.7 Right Annunciator Panel

This panel, located to the right of the UFCD just below the instrument hood houses the Right Engine

FIRE button, the APU FIRE button, and a series of tactical system oriented annunciator lights.

1) WRMUP: This light indicates the

Airborne Self-Protection Jammer

(ASPJ) is in a warm-up cycle. The ASPJ

cannot transmit until it has had

sufficient time to power up and

perform self-diagnostics.

2) REC: The ASPJ has been placed into

Receive Mode and is ready to transmit

(jam) automatically when a qualifying

RF threat has been detected.

3) JAM ON: The ASPJ is transmitting.

4) DCOY ON: An ALE-50 towed decoy has been deployed and is transmitting.

5) AI: In the real F/A-18, this light signifies RF energy is being directed at your aircraft consistent with

Airborne Interceptor (airborne) tracking radar. In the VRS F/A-18E this light is not used, since we do

not yet simulate AI threats.

6) CW: The RWR has detected Continuous Wave forms consistent with ground-based tracking radar. In

the VRS F/A-18E this signifies a SAM system is tracking your aircraft and is ready to fire.

7) AAA: The RWR has detected an RF threat consistent with ground-based fire control radar. AAA is

firing.

8) SAM: The RWR has detected an RF threat consistent with ground-based command guidance radar. A

SAM has been launched.

9) APU FIRE: The APU FIRE light has no function in the Standard Edition (SE) of the VRS F/A-18E.

10) FIRE: The right FIRE light indicates a fire condition in the right engine/AMAD bay. Each light is also a

pushbutton, which is guarded to prevent inadvertent actuation. Pushing light arms the fire

extinguisher bottle (FIRE EXTGH READY light on) and shuts off flue flow to the affected engine.

6

4

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8

11 12

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3

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6

When a FIRE light is pressed, the pushbutton stays in and approximately 1/8 inch of yellow and black

stripes are visible around the outer edges of the light.

11) DLPY: An ALE-50 towed decoy has been deployed.

12) CONSNT: Launch consent has been issued through secure data link for nuclear weapon delivery. This

light is not used in the VRS F/A-18E

5.0.8 Master Arm Panel

This panel, located immediately to the left of the LDDI, is used to activate the

Engine Bay Fire Suppression System, to select Master Mode, to enable Master

Arm, and to activate the Emergency Jettison System.

1) RDY: This light indicates the fire extinguisher is charged (full) and

ready to discharge when the button is depressed.

2) DISCH: This yellow light illuminates where the fire suppression

system is fully discharged.

3) A/A: Pressing this button will select air-to-air master mode. If the

gear are UP the green A/A light will illuminate indicating the A/A

master mode is active. If this option is pressed, or remains

depressed when the gear are DOWN, the light will not illuminate

and the aircraft will remain in NAV master mode. Pressing this

button when the A/A light is illuminated, will leave A/A master

mode and return to NAV master mode.

4) A/G: Pressing this button will select air-to-ground master mode. If

the gear are UP the green A/G light will illuminate indicating the

A/G master mode is active. If this option is pressed, or remains

depressed when the gear are DOWN, the light will not illuminate

and the aircraft will remain in NAV master mode. Pressing this button

when the A/G light is illuminated, will leave A/G master mode and return

to NAV master mode.

5) ARM/SAFE: Placing this switch in the SAFE position disarms the SMS and enabled all safeties. Placing

this switch in the ARM position with the gear UP, arms all weapon systems.

6) PUSH TO JETT: This is the Emergency Jettison Button. Pressing this option with the gear UP will

immediately jettison all stations except the wing tips (#1 & #11), and cheeks (#5 & #7).



5.0.9 Digital display Indicators (DDI)

The DDIs are tri-color multi-function CRTs which are used for the majority of support and tactical avionic

functions. The F/A-18 legacy, or “baby” hornets, were perhaps the first true “glass” fighters, and the

F/A-18E is even more so. Throughout this text we'll refer to the LEFT DDI and RIGHT DDI as LDDI and

RDDI respectively.

The DDIs are surrounded by 20 pushbuttons which correspond to textual menu options, usually

arranged vertically beside the corresponding button. Pressing a button corresponding to a particular

text label, either enables (“boxes”) that option indicating it is now ON, or (in most cases) moves to a DDI

Sublevel. These individual sublevels will be described in sections pertinent to their function.

1) Mode Selection Knob: With the mouse cursor hovering over the knob, rotate the mouse wheel up

to increment, and down to decrement the knob. The DDI mode affects display brightness as follows:

06 07 08 09 10

11

12

13

14

15 01

02

03

04

05

20 19 18 17 16

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1

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OFF: Turns the display OFF. Note that turning the display completely off will save some

fractional frames, but that wouldn't be much fun, would it? Any position other than OFF will

power the display as well as the multiplex bus connecting it to the master computers (MC).

NIGHT: Dims the display to an appropriate level for night operations.

AUTO: Dimming of the display becomes a function of the panel light switch; if the panel lights

are ON, the DDI switches to NIGHT mode. If the panel lights are OFF, the DDI switches to DAY

mode.

DAY: Brightens the display to an appropriate level for day operations

2) Pushbuttons.Each DDI is surrounded by a bank of twenty pushbuttons [1-20] numbered from 1 at

the lower-left just above the brightness knob, clockwise to 20. These will subsequently be referred

to as PBnn where nn is a number between 1 and 20.

3) Cautions. DDI Cautions display within these 3 lines [3] as yellow 150% sized text. There can be up to

9 cautions per display which progress from the lower right corner, up and to the right.

The LDDI is the primary caution display; if the LDDI becomes saturated (more than 9 cautions), the

remaining cautions will “spill over” to the RDDI. The MASTER CAUTION button, located on the left

annunciator panel, can be used to re-sort the cautions in the event that gaps remain where previous

cautions no longer exist.

For a complete list of DDI caution messages, please refer to the pocket checklist either in-game, or

in the checklist portion of this manual under Emergency Procedures.

4) Advisories. DDI Advisories are messages which alert the pilot to either the modality of systems (i.e.

autopilot mode), or serve as low-level (non critical) cautions. Advisories are preceded by the word

ADV- followed by one or more abbreviated messages. Advisories are displayed from left to right and

up (2 rows) in the dashed area shown [4].

For a complete list of DDI advisory messages, please refer to the pocket checklist either in-game, or

in the checklist portion of this manual under Emergency Procedures.

5) BRT (brightness) Knob. Increases/decreases the overall brightness of the display. Note that

subsequent use of the DDI mode selection knob will return to brightness to its default level for that

mode.

6) CNT (contrast) Knob. Increases/decreases the foreground contrast of the display. Note that

subsequent use of the DDI mode knob will return to contrast to its default level for that mode.

7) Top-level Labels. Indicates the current DDI top-level and referred to as Tactical (TAC) and Support

(SUPT ). Pressing the MENU option (PB18) from [TAC] will bring up the [SUPT] page. Likewise

pressing MENU from [SUPT] will bring up the [TAC] page. All DDI formats or “pages” are accessed

from one of these 2 root levels. TAC options are those which relate to tactical systems such as

weapons and radar. SUPT options are those primarily used for navigation and aircraft status.



8) Boxed Options. Menu options which are modal and can be toggled on/off directly from a DDI button

are referred to as having been “boxed” when they are ON. A rectangle will surround the option any

time its state is ON. The example given here, CHK, cannot actually be boxed, since it goes to another

format, but hopefully you understand the concept and can forgive the inaccuracy.

9) TDC Priority Indicator.This small diamond, located in the upper-right of a given display, indicates the

display has TDC Priority. A solid diamond means Key Command Mode is active; a hollow diamond

means it's inactive. TDC priority means that slewing (arrow key movement) will apply only to the

display with priority. TDC priority also determines which display the keyboard controls when using

pushbutton key equivalents such as 1-9 and CONTROL 1-9.

TDC priority can be assigned to a specific display either by using CONTROL-ARROW keys, by clicking

directly in the display with the mouse (except for the HUD), or by pressing the TAB key to cycle TDC

priority from one display to the other.



5.0.10 DDI SUPT Menu Level

The DDI Support Level [SUPT] is one of two DDI Top Levels. The other top

level is the Tactical [TAC] level. Pressing the MENU option from either

top-level brings up the opposite top-level. SUPT options are those which

are support-oriented, such as navigation, engine, and flight control.

[PB 1] HSI: Brings up the Horizontal Situation Indicator (HSI) format.

[PB 2] ADI: Brings up the Electronic Attitude Direction Indicator (EADI).

[PB 3] BIT: Brings up the main Built-In-Test (BIT) format for performing diagnostic checks on select

aircraft systems.

[PB 4] CHK: Brings up the Checklist format for a brief summary of common takeoff and landing.

[PB 5] ENG: Brings up the Engine format for examination of all current engine parameters.

[PB 6] FCS: Brings up the Flight Control System (FCS) format for examination of the state of all flight

control system channels and related control surfaces.

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03

04

05

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[PB 7] MENU: Swaps to the TAC menu level.

[PB 8] FPAS: Brings up the Flight Performance Advisory System (FPAS) format for a detailed summary

of optimal range and endurance.

[PB 9] FUEL: Brings up the FUEL format for a graphic display of the fuel state of each tank.

5.0.11 DDI TAC Menu Level

The DDI Tactical Level [TAC] is one of two DDI Top Levels. The other top

level is the Support [SUP] level. Pressing the MENU option from either

top-level brings up the opposite top-level. TAC options are those which

are tactical-oriented, such as radar, weapons, early warning, etc.

[PB 3] HUD: Used as a degraded backup, this format repeats the primary HUD. This format is only

capable of displaying basic HUD data and lacks all but the most basic navigation HUD symbology.

[PB 4] RDR ATTK: Displays the A/A Attack radar format.

06 07 08 09 10

11

12

13

14

15 01

02

03

04

05

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[PB 5] SMS: Displays the Stores Management System format. This display is used for weapon selection,

weapon data display (HARM and Maverick), and weapon release mode programming,

depending on the selected weapon.

[PB 6] HARM: The top row of buttons [06]-[10] in the TAC level displays all available weapons for the

selected master mode. Pressing any of these options will immediately select the labeled weapon

exactly as if the weapon had been cycled to from the SMS format’s WPN option.

[PB 7] SA: Brigs up the Situational Awareness format for integrated sensor analysis of the tactical

“picture” in 360 degrees around the aircraft.

[PB 8] EW: Brings up the Early Warning format for display of RF threat and Countermeasures

Dispensing System (CMDS) programming options.

[PB 9] MENU: Swaps to the SUPT menu level.


221 Left-Upper Console

5.1 LEFT-UPPER CONSOLE

The Left-Upper Console consists of the following items:

1) CANOPY JETT Handle. Pulling this handle immediately jettisons the canopy via a cartridge-initiated

rocket thruster system. The canopy is thrust up and aft of the ejection seat. The canopy can be

jettisoned without internal or external power applied to the aircraft.

2) LDG GEAR Handle. The LDG GEAR handle is a translucent, wheel-shaped lever which is pulled down

to extend, or up to retract the landing gear. A red light fitted to the lever shaft illuminates and

flashes when the landing gear handle does not match the position of the landing gear after a brief

time threshold. The light also illuminates, accompanied by a warning tone, when the LT TEST switch

is placed in TEST.

3) LAUNCH BAR Switch. The LAUNCH BAR switch is placed into EXTEND prior to catapult launch and

held in position by HYD 2A pressure. The launch bar is mechanically retracted by spring tension.

After placing the LAUNCH BAR switch in extend and mating with the catapult shuttle, the switch

should be placed into RETRACT, at which point mechanical forces will hold the launch bar in place

within the shuttle. After launch, when shuttle tension is released, the launch bar will spring back

into position mechanically. The LAUNCH BAR switch should not be left in EXTEND during launch, or

pressure placed on the seals can cause HYD 2A leakage or loss.

4) FLAP Switch. The FLAP switch is used to select the CAS Operating Mode and to position the TEFs and

aileron droop for takeoff and landing.

AUTO Selects UA operating mode for Up and Away(UA) flight.

HALF Selects Powered Approach (PA) operating mode for the takeoff and landing configuration.

Sets TEF deflection and aileron droop to 30° TED (WonW or at approach speed).

FULL Selects PA operating mode for the takeoff and landing configuration. Sets TEF deflection

and aileron droop to 40° TED (WonW or at approach speed).

5) LDG/TAXI LIGHT Switch. Powers the landing/taxi lights located on the center gear strut. The

LDG/TAXI LIGHT switch has green nubs on the surface to easily identify the switch, however these

are simply green plastic and do not illuminate with the landing light.

6) ANTI-SKID Switch. The ANTI-SKID switch has no function in the Standard Edition of the VRS F/A-18E.

7) HOOK BYPASS Switch. With HOOK BYPASS in CARRIER and weight off wheels, the AOA indexer and

approach lights flash if the hook is not down. This is a safety warning. With HOOK BYPASS in FIELD,

the indexer and approach light do not flash regardless of the position of the hook.

8) SELECT JETT knob. This knob is used in conjunction with the jettison selection buttons located on

the left-lower main instrument panel. With weight off wheels and MASTER ARM set to ARM,


222 Right-Upper Console

Rotating the knob to the desired function and pressing the center pushbutton initiates the selective

jettison function. Knob positions are as follows:

L FUS MSL: Jettisons the left cheek station (#5), if it contains a missile, regardless of any

pushbuttons set on the selective jettison panel.

SAFE: Nothing will jettison even if the pushbutton is depressed.

RFUS MSL: Jettisons the right cheek station (#7), if it contains a missile, regardless of any

pushbuttons set on the selective jettison panel.

RACK/LCHR: Jettisons all ordinance, racks and launchers armed via the selective jettison panel

on the main instrument panel. Note that in the VRS F/A-18E, only weapons will be jettisoned,

regardless of whether this option is selected or not.

STORES: Jettisons only the ordinance contained on those stations which were previously armed

for jettison with the selective jettison pushbuttons on the main instrument panel.

9) Brake Accumulator Pressure Gauge. Indicates the brake pressure (3000 PSI nominal) in the brake

accumulator. A BRK PRESS switch located on the forward left main console (see 2)) can be used to

control power to the gauge. In the forward position, power to the gauge is through the maintenance

bus, and in the second position, the gauge is unpowered unless aircraft main (AC) power is applied.

10) PARK BRAKE Handle. The parking brake is used to lock the main landing gear wheels when the

aircraft is parked. The PARK BRK caution will come on to alert the pilot that the parking brake is still

set when both throttles are advanced beyond 27 degrees THA. Several aircraft systems utilize

parking brake activation to enable or disable logic. For example a set parking brake is used to enable

GEN TIE logic.



5.2 RIGHT-UPPER CONSOLE

The Left-Upper Console consists of the following items:

1) HOOK Handle/Light.Pulling this handle DOWN lowers the tailhook, UP raises the tailhook. The red

light just above the handle flashes when the tailhook position does not match the handle position

(i.e. transition).

2) LANDING Checklist .A static checklist of general tasks which should be accomplished prior to

landing.

3) WINGFOLD Switch.In the VRS F/A-18E this is a 2-position switch which controls power to the

wingfold EDU.

FOLD: Unlocks the wings (WING UNLK caution displayed), fairs the ailerons, and, when allowed

by the FCCs, folds the wings.

HOLD: Not implemented.

SPREAD: Spreads and locks the wings. (WING UNLK caution removed when both wings are

locked).

4) Hydraulic Pressure Gauge. A 2-needle (one for the left and right engines) hydraulic pressure

indicator.

5) Standby Caution Panel.A general, standby caution panel which functions on maintenance bus

power.

CK SEAT Caution Light: The CK SEAT caution light is located on the caution light panel and

repeats the DDI CHECK SEAT caution. The caution comes on when the right throttle is at MIL or

above, weight is on wheels, and the ejection seat is not armed.

APU ACC Caution Light: APU accumulator pressure low (below 2,450 psi). The APU ACCUM

caution can be expected after APU start or after emergency gear/probe extension inflight.

With WonW, the APU accumulator recharges automatically. With WoffW, the HYD ISOL switch

may need to be held for up to 20 seconds following emergency gear/probe extension to remove

the APU ACCUM caution and provide a full charge (up to 40 seconds following inflight APU

start).

BATT SW Caution Light: The BATT SW caution and caution light are set to alert the aircrew of an

improperly placed BATT switch, or a battery related malfunction. After a dual GEN failure, the

BATT SW caution light must be referenced to determine whether an EBB PMG or the battery is

powering the essential bus. These cautions are set in only four circumstances:



1) The BATT switch is ON on the ground in the absence of ac power (i.e., first engine start).

The battery is depleting and the switch should be placed to OFF unless APU start is

about to be made.

2) The BATT switch is OFF inflight and should be placed to ON to provide essential bus

backup capability from the PMGs and battery.

3) The battery is not being recharged inflight (BATT switch ON). The battery charger has

failed or the right generator has failed with the buses isolated (R GEN and GEN TIE

cautions).

4) The battery is powering the essential bus inflight. A dual generator failure and a dual

PMG failure has occurred and at least 5 to 10 minutes of battery power remains to run

the FCCs.

FCS HOT Caution Light: The FCCs can only operate for a short time without cooling. Placing the

AV COOL switch to EMERG provides emergency ram air cooling to FCC A and the right TR

through a dedicated ram air scoop. If circumstances require airspeed above 325 KCAS, delay

deploying the FCS ram air scoop, as ram air temperature may actually increase FCC heating and

decrease operating time. Once deployed, the FCS ram air scoop cannot be closed inflight.

GEN TIE Caution Light: During initial engine start (battery or external power) GEN TIE circuitry

requires a set PARK BRAKE handle to properly function. If the PARK BRAKE handle is not set

during right (first) engine start, a GEN TIE caution light comes on when the right generator

comes online. For a battery start, setting the PARK BRAKE handle and cycling the R GEN switch

reties the left and right buses and clears any avionics faults that would otherwise occur. For an

external power start, setting the PARK BRAKE handle, disconnecting external power, and cycling

the GEN TIE switch reties the left and right buses.

FUEL LO Caution Light: The fuel low level indicating system is completely independent of the

fuel quantity indicating system. When the fuel level in either feed tank drops to 1,125 lb, a FUEL

LO caution, caution light, and voice alert are activated.

FCES Caution Light: Indicates a general FCS failure. Check the BIT page and/or FCS page for

detailed information about the specific failure(s). This caution should be expected following

initial engine start prior to the FCS coming online. An FCS RESET attempt clears the FCS caution

whether or not the reset was successful. A successful reset is indicated by the RSET advisory and

removal of all Xs from the FCS format.

L(R) GEN Caution Lights: Designated generator ac power source is off line

6) AV COOL Switch. Provides power to the emergency avionics cooling fan which will cool FSCB in the

event of degraded ECS cooling. If the AV AIR HOT caution appears for any reason, use this switch to

provide emergency cooling until the problem is resolved.


225 Right Main Console

5.3 LEFT MAIN CONSOLE

The Left Console consists of the following general items which are described in brief here, and in more

detail in subsequent sections.

1) FIRE TEST Switches: The Fire Test switch will

test the operation of the fire warning system

in two independent circuits (A/B) , including

left/right Bleed Air Leak Detection (BALD).

The Brake Pressure switch will apply power to

the brake pressure gauge on either the main

bus or the maintenance bus.

2) GND PWR Panel: Controls power to the

aircraft through external sources.

3) Countermeasures Dispensing Button: This

button will initiate the currently active CMDS

Program, or in the absence of a program, will

dispense a single flare and/or chaff bundle.

4) GEN TIE Panel: This guarded switch will reset

the Generator Bus Tie Logic.

5) Throttle Panel: The split throttle controller

and engine shutoff handles.

6) EXT LT Panel: Controls power to the

Formation, Position, and Strobe lights.

Wing Inhibit ceases transfer from wing tanks

to the transfer tanks.

7) EXT TANKS Panel: Controls In-Flight Refueling

Probe (IFR), External Tank Pressurization, and

Fuel Dump functions.

8) Left Circuit Breaker Panel: Controls fusing of

FCS Channel 1/Channel 2 and the Launch Bar.

9) APU Panel: Controls APU Start and Engine

Crank settings.

10) FCS Panel: Rudder trim, takeoff trim, and FCS

gain override (pro only).

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5

6

8

7

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10

11


226 Left Main Console

11) VOL Panel: Individual system volume control.

5.3.1 Fire Test Panel

The FIRE test system is used to initiate a test of the FIRE detection and Bleed Air Leak (BALD) systems.

The fire detection circuit requires essential bus (battery) power

to operate.

1) FIRE TEST Switch. A successful test of the FIRE detection and

Bleed Air Leak Detection (BALD) systems should illuminate

the left, right, and APU FIRE lights, both L BLEED and R BLEED

warning lights, and should annunciate all of the following

voice alerts: “ENGINE FIRE LEFT”, “ENGINE FIRE RIGHT”, “APU

FIRE”, “BLEED AIR LEFT” , “BLEED AIR RIGHT” (each repeated

twice).

TEST A: Initiates a test of loop A.

NORM: (default) provides normal fire detection.

TEST B: Initiates a test of loop B.

2) BRK PRESS Switch.

FWD: Applies maintenance bus power to the brake accumulator pressure gauge when ac power

is not applied.

AFT: (unmarked) Brake accumulator pressure gauge

unpowered when ac power is not applied.

5.3.2 GROUND Power Panel External electrical power may be connected to the aircraft bus

system through an external power receptacle located on the left

forward fuselage. Actuation of 1 to 4 ground power switches is

required to energize certain aircraft systems following application

of external power. The aircraft buses are energized by external

power in the same manner as if a generator were operating

provided the BATT switch is OFF or the PARKING BRAKE is set.

1) EXT PWR Switch.The external power switch, located on the

ground power panel on the left console, is spring loaded to

the NORM position.

RESET: Momentary actuation allows external power to be

applied.

1

2

1

2



NORM: Aircraft buses are energized by external power, provided the switch was first positioned

to RESET. The switch returns to OFF when external power is disconnected.

OFF: Disconnects external power from the aircraft.

2) Circuit Switches. The individual circuit switches control power to each system as follows:

A ON: Only systems/instruments listed for the A position are energized by external power.

AUTO: All controlled systems/instruments are deenergized with external power on the aircraft.

When a generator comes online, the switch(es) automatically revert to AUTO,

B ON: All controlled systems/instruments (both A and B) are energized by external power.

Switch POSITION A POSITION B

1 MC1, LDDI, SDC, FADEC POS A EQUIPMENT + MC2

2 MPCD, UFCD, RDDI, HUD, RADAR POS A EQUIPMENT + COMM1, COMM2, EFD RALT, STBY

INST, CSC

3 ALQ-165, OBOGS, ANTI-SKID, RWR,

ALE-47 POS A EQUIPMENT + SMS, HARM, LDT

4 ICS, KY-58 POS A EQUIPMENT + FCES

5.3.3 Countermeasures Dispensing Switch

The Countermeasures Dispense Switch (actually a large red palm-button) is located on the left sil of the

cockpit.Pressing this switch executes the currently active CMDS program (identical to CONTROL-K). If no

CMDS program exists (EW DDI page), a single chaff/flare will be released provided

power is applied to the CMDS.

5.3.4 GEN TIE Control Panel

The red-guarded GEN TIE switch is located on the left console outboard of the

exterior lights panel. When generators are tied, the left bus backs up the right bus

and vice versa. This is known as “tying the busses.” At startup with weight on

wheels, the busses are automatically tied as long as the parking brake is set prior

to first (right) engine start.

RESET: Resets the bus tie circuitry. Reset is accomplished by cycling the

switch to RESET then NORM. Note that in the VRS F/A-18E this can also be

accomplished with CONTROL-G.

NORM: With the BATT switch ON, enables the bus tie, ac bus isolation and



generator automatic reset circuits.

5.3.5 External Lighting Panel

This panel controls external lighting and wing tank fuel inhibit as

follows:

1) FORMATION Knob. Toggles formation “strip” lighting. These

lights are electroluminescent blue/green strips used for anti-

collision and formation flying at night. The VRS F/A-18

supports up to 8 descrete brightness levels for the external

strip lighting.

2) POSITION Knob. Toggles the “Navigation” lights located on

the wing tips, LEX upper surface, and midboard lower wing

surfaces. These lights are red to starboard and green to port.

3) STROBE ID Knob. Toggles the 2 red strobes located on the

outboard surfaces of the vertical stabilizers. The VRS

Superbug supports all 7 strobe patterns found on the real

aircraft. Each strobe pattern can be used by observers on the

ground or an aircraft carrier to receive signals from the pilot

in the event of radio commincation blackout or failure.

1

2

3

4



4) INTR WING Switch. This switch allows fuel flow to/from the 2 wing tanks to be commanded closed.

This would be used in the case of a fuel leak which is determined to be originating in the wing tanks.

INHIBIT: Closes both wing shutoff valves and causes all fuel flow from the wings to be diverted

to tanks 1 and 4.

NORM: Opens both wing shutoff valves for normal operation.

5.3.6 External TANKS Panel

1) EXT TANKS Switches. Labeled

LM/RM, LI/RI, and CTR (left and

right midboard, left and right

inboard, and centerline tanks,

respectively). With the external

tanks pressurized, fuel transfers

when the FUEL LO caution is

displayed regardless of the

position of the EXT TANKS

transfer switches.

ORIDE: Applies pressure and transfers (allows flow) fuel from all external tanks whose switches

are not in STOP. May be used to transfer external fuel during extended ground operations (EXT

TANK caution). Overrides any SDC stop transfer command.

NORM: Permits normal transfer and refueling of controlled external tank(s).

STOP: Prevents transfer and refueling of controlled external tank(s) except with a FUEL LO

caution.

2) PROBE Switch. Used to extend and retract the inflight refueling (IFR) probe.

EXTEND: Extends the inflight refueling probe using HYD 2A pressure, energizes the probe light ,

and depressurizes all internal and external tanks.

RETRACT: Retracts the inflight refueling probe using HYD 2A pressure, deenergizes the probe

light, and repressurizes the internal and external tanks. The probe cannot be retracted if HYD 2A

pressure is not available.

EMERG EXTD: Emergency extends the inflight refueling probe using either HYD 2B or APU

accumulator pressure, energizes the probe light (external lights master switch in NORM), and

depressurizes all internal and external tanks.

3) DUMP Switch. Allows fuel to be dumped via the vertical stabilizer vent tanks.

1

2

3



ON: Opens the dump valve, allowing transfer tank and external tank fuel to be dumped. The

switch is electrically controlled and reverts to OFF with a BINGO or FUEL LO caution.

OFF: Closes the dump valve, terminating transfer.

5.3.7 Left Circuit Breaker Panel This panel controls fusing to FCS Channel 1, FCS Channel 2 and the Launch Bar. Pressing a breaker from

the VC will toggle the circuit on/off.

5.3.8 APU Panel

Houses the Auxiliary Power Unit (APU) power switch, and the engine

crank switches.

1) APU Switch. The APU switch is spring loaded to the OFF position and

is electrically held in the ON position.

ON: Automatic start and normal APU operation. The switch

returns to OFF 1 minute after the second aircraft generator

comes online (BLEED AIR knob not in AUG PULL).

OFF: Manual APU shutdown

2) APU Ready Light. The green APU READY light comes on when the

APU has completed the start cycle and is capable of supporting

engine crank.

3) ENG CRANK Switch. The ENG CRANK switch is spring loaded to the

OFF position and is electrically held in the L or R position.

L: Opens the left ATSCV and/or the ECS air isolation valve to

1

2

3



1

2

3 4

direct pneumatic pressure to the ATS for left engine crank.

OFF: Closes both ATSCVs and the ECS air isolation valve. When the left or right generator comes

online following engine start, the switch automatically returns from L or R to the OFF position.

R: Opens the right ATSCV and/or the ECS air isolation valve to direct pneumatic pressure to the

ATS for right engine crank.

5.3.9 FCS Panel

Houses the rudder trim knob,

the takeoff trim button, and FCS

gain override and reset

switches.

1) RUD TRIM Knob. Rudder

trim can be adjusted by

overing over and using the

mouse wheel, or left/right

clicking.

2) T/O TRIM Switch. The T/O

TRIM switch, located in the

center of the RUD TRIM knob will set appropriate takeoff trim (~6.5 degrees with the launch bar

DOWN and ~4 degrees with the launch bar UP). Secondary activation of the T/O TRIM switch will

remove any preexisting takeoff trim and center rudder and aileron trim. Once the aircraft goes

WoffW, trim will automatically be returned by the FCS and the T/O trim switch will return to the UP

position.

The T/O trim function can also be accessed by pressing CONTROL-T.

3) FCS GAIN ORIDE Switch. This guarded switch will override FCS gains forcing the FCC to used fixed

gains based on the position of the FLAPS switch. This is a Pro version feature and will have no effect

in the SE version of the VRS F/A-18.

4) FCS RESET Switch. Following detection of FCS related hardware and/or software failures (i.e., FCS X’s

from the FCS DDI format), or after first engine startup, pressing the FCS RESET button commands a

reset of FCC failure detection circuitry. If the FCS related failure was momentary and no longer

exists, an FCS RESET restores the failed actuator/component, removes all FCS failure indications (FCS

caution, FCES caution light, and X’s, and displays the DDI RSET advisory to indicate a successful reset.

The FCS RESET button does not fix a detected failure; it merely allows components to be restored

and failure indications to be removed, if and only if the failure no longer exists. Additionally, the FCS

RESET button is used in conjunction with the FCS BIT consent switch on the right console to enter

the FCS exerciser mode.



5.3.10 VOL PANEL

This panel, located just aft of the FCS panel, can be used to control various volumes associated with the

following systems:

VOX Knob. No function. In the real aircraft, this would be

used to adjust microphone gain.

ICS Knob. No function. In the real aircraft this would be

used to adjust the intercom volume between fore and aft

crew stations (F).

VOICE Knob. Adjusts the volume of all voice “Betty”

warnings.

AUR Knob. Adjusts the volume of the master caution tone,

the advisory tone, AOA warning tone, low altitude warning

tone, LGCU (landing gear) warning tones, fire warning, and

transponder tones.

RWR Knob. Adjusts the volume of all radar warning

receiver related tones including missile launch, tracking,

and new RF contact tones.

WPN Knob. Adjusts the volume of the AIM-9 tones.

TACAN Knob. Adjusts the volume of the TACAN Morse identification tones from VOR, TACAN and DME.

AUX Knob. No function.


234 Right Console

5.4 RIGHT MAIN CONSOLE

The Left Console consists of the following general items which are described in brief here, and in more

detail in subsequent sections.

1) ELEC Panel: Contains the battery, generator

and circuit reset switches as well as the

battery gauge.

2) ECS Panel: Various switches and knobs related

to environmental control. This includes anti-

ice functions as well as avionic cooling modes

and cabin heating.

3) Canopy Actuator Switch: Opens/closes the

canopy electrically. Note that the HOLD

function is not simulated on the VRS F/A-18E.

4) INT LT Panel: Functions related to internal

aircraft lighting, including consoles, panel, and

night vision.

5) ARS Panel: Aerial refueling (buddy tank)

control.

6) Right Circuit Breaker Panel: Controls fusing of

FCS Channel 3/Channel 4, hook and landing

gear.

7) SNSR Panel: Controls power to the radar and

FLIR systems, and INS operating mode (Pro

only).

8) KY-58 Panel: Not simulated.

5.4.1 ELEC Panel

The electrical system consists of two generators,

two transformer-rectifiers (TR), one battery with

dedicated battery charger, and a power

distribution bus. During normal operation, the left

generator powers only the left buses while the right generator powers only the right buses. If one

generator fails, the other generator is capable of carrying the entire electrical load of the aircraft trough

the GEN TIE system. Battery power is used for normal engine start in conjunction with the APU.

External electrical power can be applied to power the entire system on the ground. The bus system

1

2

4

5

7

6

8

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235 Right Console

1

2 3 2

4

consists of the left and right 115 vac buses, right 26 vac bus, left and right 28 vdc buses, 28 vdc essential

bus and a 28 vdc maintenance

bus.

1) RESET Button. The electrical

system RESET button is

located on the electrical

power panel on the right

console. This button provides

master reset capability for any

failed generator or electrical

system relay without

interrupting operational

circuits.

2) GEN Switches. Two generator control switches, labeled L GEN and R GEN, are located on the

electrical power panel on the right console.

NORM: Provides normal generator operation.

OFF: Removes the generator ac source from the bus system.

3) BATT Switch. The BATT switch is located on the electrical power panel on the right console.

ON: Allows the battery or either PMG to power the essential bus when TR power is not

available.

OFF: Prevents the battery or either PMG from powering the essential bus when TR power is not

available.

4) BATT Gauge. Nominal battery voltage should be approximately 23 to 24 vdc. Minimum battery

voltage is that which provides a successful engine start (i.e., APU remains online and the EFD

remains powered to provide indications of RPM and TEMP). EFD blanking and/or uncommanded

APU shutdown should be anticipated with a battery voltage at or below approximately 18 vdc. If a

weak battery results in an unsuccessful engine start attempt, the battery should be charged or

replaced prior to takeoff, since the battery provides the last source of electrical redundancy for the

FCCs.


236 Right Console

5.4.2 ECS Panel

The ECS has three operating modes:

AUTO, MAN (manual), and OFF/RAM.

Each mode is selected by the

corresponding position of the ECS MODE

switch. On the ground, APU compressor

air may be used instead of engine bleed

air to run the ECS and cool the avionics

(BLEED AIR knob in AUG PULL).

1) ECS MODE Switch.The ECS MODE

switch is used to select the ECS

operating mode.

AUTO: With WonW and both throttles at IDLE, the aft avionics cooling fan is on and provides the

primary source of avionics cooling. The ECS provides a second source of avionics cooling but at a

fixed, low rate. With at least one throttle advanced to 74% N2 rpm or above (also in flight), the

aft avionics cooling fan is off, and the ECS provides all avionics cooling. At these conditions the

ECS controller schedules avionics airflow based on the temperature of the air being delivered

(warm air equates to higher flow to increase cooling). Once a throttle has been advanced above

74% N2 rpm, the aft avionics cooling fan will not be reenergized until both throttles are retarded

below 70% N2.

MAN: The ECS MAN mode is a degraded operating mode. At high power settings, ECS MAN

mode can significantly increase the amount of bleed air drawn from the engines, resulting in

higher turbine temperatures and reduced engine life. Therefore, the ECS MAN mode should only

be used when the ECS AUTO mode is degraded and temperatures are out of limits (e.g., cockpit

temperature high or AV AIR HOT caution inflight).

OFF/RAM: The ECS OFF/RAM mode is used to terminate normal ECS operation following a major

ECS malfunction. With the ECS MODE switch in OFF/RAM, the ECS flow modulator valve (Item 4)

is closed (terminating conditioned airflow), the cockpit RAM air scoop is deployed, and the

emergency avionics cooling fan is energized (inflight only).

2) CABIN TEMP Knob. No Function. Cabin temperature is not simulated.

3) CABIN PRESS Switch. Although no ill consequences are simulated, cabin pressurization is simulated

to a certain extent by way of changing pressure readings and in some cases audio effects.

NORM: Cabin pressure scheduled by the cabin pressure regulator.

DUMP: Dumps cabin pressurization.

RAM/DUMP: Dumps cabin pressurization and terminates all ECS airflow to the cockpit.

1

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4

5 6


237 Right Console

4) PITOT ANTI-ICE Switch.

Used to power the electric heaters for the pitot-static/total temperature probes and the AOA probes.

ON: Pitot and AOA heaters always ON (WonW or WoffW).

AUTO: Pitot and AOA heaters automatically ON with WoffW and OFF with WonW.

5) ENG ANTI-ICE Switch. The VRS F/A-18 simulates icing detection. It is actually possible to accumulate

ice in Flight Simulator; however the designers never actually added a mechanism for detecting it.

VRS has overcome this limitation through the use of carefully calibrated algorithms which constantly

poll aircraft weight, fuel, and payload in order to determine if significant icing has occurred.

ON: Activates the engine anti-ice heating system.

OFF: Deactivates the engine anti-ice system.

TEST: Checks ice detector operation and displays the INLET ICE caution (indicating proper

operation).

6) BLEED AIR Knob. Used to select the engine bleed air source for the Environmental Control System

(ECS).

NORM: Commands both primary bleed air shutoff valves open, selecting bleed air from both

engines.

L OFF: Commands the left primary bleed air shutoff valve closed, selecting bleed air from the

right engine only.

R OFF: Commands the right primary bleed air shutoff valve closed, selecting bleed air from the

left engine only.

OFF: Commands all three bleed air shutoff valves closed, isolating the ECS. Closes the ECS

auxiliary duct doors.

AUG PULL: Commands the secondary bleed air shutoff valve closed, opens the ECS air isolation

valve, and allows APU compressor air to operate the ECS.

APU air is used instead of bleed air to run the ECS and cool the avionics. AUG PULL is generally

useful if increased avionics cooling is required (e.g., AV AIR HOT caution) AND if both throttles

must be left at ground idle, however advancing one throttle to 74%N2 rpm with the ECS MODE

switch in AUTO generally provides the best avionics cooling.


238 Right Console

5.4.3 INT LT Panel

Interior lighting options include

integral backlighting for the main

instrument panel and side

consoles, cockpit flood lighting,

and NVG-compatible green flood

lighting.

1) CONSOLES Knob. Toggles the

side console integral

backlighting ON/OFF, and

adjusts the intensity in 8

steps. The CONSOLES knob is

disabled in the NVG compatibility mode.

2) INST PNL Knob.Toggles the main instrument panel integral backlighting ON/OFF, and controls the

intensity level in 8 steps.

3) FLOOD Knob. Toggles cockpit (VC-only) white flood lighting ON/OFF. The FLOOD knob and all white

floodlights are disabled in the NVG compatibility mode.

4) LT TEST Switch. Used to test important cockpit lighting and verify bulb integrity prior to flight. The

switch requires ac electrical power (internal or external) to operate.

TEST: Powers all operating warning, caution, and advisory lights, the AOA indexer lights, and the

integral background lighting on the EFD (BINGO, MODE, and BRT). Annunciates the landing gear

warning tone.

OFF: Lights test off

5) WARN/CAUT Knob. No function.

6) CHART Knob. No function.

7) MODE Switch. Toggles Night Vision Goggle (NVG) compatible lighting mode.

NVG: Powers the night vision compatible green flood lighting and simultaneously disables side

console lighting and flood lighting (if active).

NITE: No function.

DAY: Removes power from the NVG lighting circuits and restores normal console and flood

lighting function.

1

2 3

4

5 6 7


239 Right Console

5.4.4 ARS Panel

The ARS (Aerial Refueling Store)

control panel provides power, fuel

transfer operation, fuel status

indicators, and normal hose

extension/retraction functions.

1) PWR Switch. Provides

electrical and hydraulic power

to the Aerial Refueling Store

(ARS).

ON: Power is applied to

the store which unfeathers the RAT (Ram Air Turbine), which in-turn provides hydraulic power

which operates the winching system and fuel pump. If the hose is extended, the PWR switch is

bypassed and cannot be turned OFF.

OFF: Feathers the RAT and removes electrical and hydraulic power.

DUMP: Disabled (in the real unit as well).

2) STORE Switch. Controls fuel transfer between the store and the aircraft’s other tanks .

FROM: Pressurizes the store to transfer fuel from the ARS to aircraft tanks (ARSownship).

OFF: Depressurizes the ARS.

TO: Replenishes the ARS with fuel from ownship tanks. (ownshipARS)

3) REFUEL Display. The four digit display indicates fuel (in pounds) delivered or scheduled. The display

initially powers up with 2,500 lb scheduled.

4) RST Button. Returns LBS scheduled or delivered to original settings. Pounds scheduled returns to

2,500 pounds or previously scheduled quantity. Pounds delivered returns to zero.

5) Refuel Display Switch. The refuel data display switch is a three position toggle switch which

determines what information is displayed in REFUEL display.

BIT CODE: Three digit number indicates a malfunction code (if any).

DEL: Pounds of fuel transferred thus far (25 lb increments).

SCH: Pounds of fuel scheduled to be transferred. When scheduled point is reached, automatic

transfer is terminated. 2,500 lb automatically scheduled at power up.

6) Refuel Slew Switch. The SLEW switch is a three position toggle switch which is spring-loaded to the

center position. If the refuel data display (above) switch is in the SCH position, moving the switch UP

5 1

2 3 4

6

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8 9


240 Right Console

increases pounds of fuel scheduled for transfer, and DOWN decreases the fuel scheduled for

transfer.

7) HOSE Switch. Control the hose reel extension/retraction.

RETR: The hose retracts or remains retracted.

EXT: The hose extends or remains extended.

8) TRANS Switch. The three position transfer switch defaults to the AUTO position and controls fuel

transfer to the receiver aircraft.

OVRD: The ARS fuel transfer pump is turned on regardless of hose position, fuel schedule, or

fuel remaining in the store. The OVRD position should only be used during emergency refueling

situations.

AUTO: When connected to receiver aircraft, fuel flows when the following conditions are met:

The hose is within the refueling range (approximately 5 to 20 feet of full trail), ARS (fuel is above

175 pounds) is not low on fuel, and the scheduled amount of fuel is not exceeded.

OFF: Turns the transfer pump off regardless of hose position.

9) Status Lights. There are four status lights on the ARS control panel.

STOW: White light comes on when hose is approximately one foot from complete stowage. If

hose/drogue is not fully stowed, the indication is through a MASTER CAUTION and aural tone,

and the ARS DROGUE caution appears on the DDI.

RDY: Amber light illuminates when the hose is fully deployed and automatic hose response is

established.

PRESS: Red light illuminates when hydraulic pressure drops below 1,700 psi. Light goes out

when pressure exceeds 2,000 psi.

XFR: Green light illuminates when a minimum of 20 gallons/min of fuel is being transferred to

the receiver.

5.4.5 Snsr Panel The Sensor Panel controls radar, FLIR, LST and LTD power and INS alignment (INS is a Pro version-only

feature).

1) FLIR Switch. The VRS F/A-18 does not support actual FLIR imagery. However the ATFLIR pod carried

on the F/A-18E provides more than just imaging; it is also used for target lasing and spot tracking for

the AGM-65E, and can be used for ground target designation.


241 Right Console

The FLIR switch controls power only

to the imaging system. Since this

system is not simulated, powering

on the FLIR will result in a MUX FAIL

BIT on the FLIR. This will have no

adverse affect, but since the BIT

system can’t see the FLIR

subsystem, you may wish to leave

this unpowered.

2) LTD Switch. The Laser Target

Designator (LTD) is a component of

the ATFLIR responsible for emitting

laser energy onto a designated target. The AGM-65E “Laser Maverick” as well as the GBU series of

laser-guided bombs can then home in on the reflected laser energy. We simulate this relationship in

the VRS F/A-18.

ARM: The laser designator is powered and available for MAN or AUTO lasing on the DDI FLIR

format.

SAFE: The laser designator is unpowered.

3) LST Switch. The ATFLIR pod can not only lase targets as explained under LTD, above, it can also see

its own reflected laser energy in the same way mavericks and GBUs can. By measuring the time is

takes for the reflected energy to return to the ATFLIR, the system can very accurately determine

range to the target and provide that information to the pilot and other weapons.

ON: Powers the laser spot tracker. The DDI FLIR format will display any applicable ranging

information.

OFF: The laser spot tracker is unpowered.

4) RADAR knob. Controls primary power to the radar system. The radar can also be put into SILent

mode manually via the DDI Radar format, or when EMCON is enabled.

5) INS Knob. The SE version of the VRS F/A-1E does not support INS. This knob has no function.

5.4.6 KY-58 Panel The KY-58 is a secure voice module primarily used to encrypt radio communication to and from military

aircraft and other tactical vehicles The VRS F/A-18 does not attempt to simulate secure voice, therefore

this panel is inactive.

1

2 3

4 5

VRS F/A-18E Superbug Section VI: Paint Kit

242 HOTAS Mapping

6 SUPERBUG PAINT KIT

The VRS Superbug offers tools in the Aircraft Configuration Manager for livery import/export and

modification. These tools are designed to get liveries safely in and out of the Superbug without having to

worry as much as much about editing aircraft.cfg files. Basically your end-user should be able to safely

import your livery through the ACM with the click of a button.

For the repainter, these functions help streamline the distribution and care-free installation of paints.

For example an existing texture folder can be duplicated and renamed, then opened in the ACM where

the aircraft details (including description) can be modified. After making changes to the actual texture

files, the repainter can export the repaint as “Livery Pack” containing only the required textures, an

optional thumbnail, and an ACM generated text definition file.The end-user then downloads this pack,

unzips it, and browses to it with the ACM. The ACM automatically installs the texture in the correct

location and modifies the aircraft.cfg accordingly.

This document is designed to help you, the repainter, work with the master texture Photoshop file and

create a successful livery pack. This document is NOT intended to be a painting guide. If you have no

experience working with Photoshop or Paint Shop Pro graphics files, then you should stop right now!

6.0 THE PHOTOSHOP PAINT FILE

The accompanying Photoshop file for this document can be downloaded from the VRS support forums.

If you don’t have a forum account, you can create one at any time, however you will need to have your

license ID handy. The file is saved to maximize compatibility with older versions of Photoshop and

should be compatible at least back to Photoshop 7. We do not have a Paintshop specific kit available at

this time.

6.1 NEEDED FONTS

The most common font used on U.S. naval aircraft is called Long Beach. It’s similar to the USAF font

Amarillo but not close enough for close inspection. VRS used a specific version of this font in the

creation of this kit, and without it, font substitution will occur for many layers.

We cannot ship long Beach with this kit because it is a licensed font and no suitable freeware fonts have

been found. You can purchase Long Beach from Tlai Enterprises at : http://www.tlai.com/. VRS does not

support or endorse this product, but we can say that we’ve purchased from them and received our fonts

a few hours later. They are excellent, high quality fonts

http://www.tlai.com/


243 HOTAS Mapping

6.0 MASTER TEXTURE .PSD

The main Photoshop file, available from the VRS website, is a single 2048x4096 canvas divided into 8

sections measuring 1024x1024 pixels each. The document was designed to allow selection of entire

sections for merged copying into individual 32-bit texture files. Key features of this document are:

Descriptive comment/grid layer set (first set).

Includes all external texture components.

Sets for all common aircraft features.

Aircraft-specific sets.

Weapon sets.

Geometry layer to aid in alignment.

Base paint layers with FS standard colors (for US Navy aircraft).

6.0.1 Subdivisions

This Photoshop paint file (.psd) is

dived into seven separate

1024x1024 pixel areas, two

512x512 areas, and one 256x256

area which collectively, can be

used to create all external textures

including specular and bump maps.

Some of these textures are strictly

optional and are for the most part

common between aircraft. You

only need to distribute some of

these textures with your repaint,

and the others will automatically

fallback to the default texture

directory. Optional and mandatory

textures sheets are described

below.

Alphabetically these texture sheets

are as follows:

EXT_A (mandatory). Forward-upper fuselage, cockpit and ejection seat parts, AGM-88, GBUs and several racks/launchers.


244 HOTAS Mapping

EXT_B (mandatory). Aft-upper fuselage, JDAM, AIM-9 missiles.

EXT_C (mandatory). Aft-lower fuselage, AIM-120, AMG-84H, upper and lower stabilator, parachute, engine covers, remove before flight ribbons, and FPU-11.

EXT_D (mandatory). Forward-lower fuselage, engine intake details, N1 and N2 fans, boarding ladder, AGM-65, AA42-R, JSOW, FLIR and various racks and launchers.

EXT_E (mandatory). The left upper and right lower wings, right

EXT_F (mandatory). The right upper and left lower wings and right-inner vertical stabilator.

EXT_G (optional). Textures associated with the landing gear and wells, radar, IFR probe and basket, tail hook, launch bar, spoiler primary surfaces and other small details generally associated with small parts.

EXT_L (optional). Pilot details.

EXT_K (optional). Cockpit details.

EXT_M (optional). Decals and small labels (including pilot name). This texture sheet is applied on various parts of the model to bring out high-detail labels such as NO STEP, and of course the pilot’s name. The diffuse (color) channel in this sheet is used for color and the alpha channel is used as a traditional mask. White areas will show through and black areas will be invisible.

6.0.2 Layer Sets

The layers for the most part are quite self-explanatory with a few exceptions. Each layer and or layer set

is named according to its consent. For the most part, the order of these layer sets is very important.

Base colors and/or geometry layers are at the very bottom, and shading and weathering are near the

top. Starting from top to bottom these layers/sets are:

6) Paint Kit: Contains reference labels for most areas of the document as well as gridlines for copying. The preferable way to copy, as explained under Document Setup, is to create your own (real) grid rather than replying on a strictly visual reference for copying. This reference grid (red) should technically not be necessary once a proper (true) grid is established.

7) Bump: The high/low areas of the aircraft used for generating a heightmap. The techniques for doing this based on a bitmap image are discussed in the FSX SDK and are beyond the scope of this document. But there are abridged copies of several lower layers contained in this layer set such as panel lines and fasteners. It’s best to use a neutral level of grey as a base and work the heights up or down from there.

8) Specular: This is a very tricky area to get right. It takes lots of practice and you still won’t be satisfied with the results. The specular maps used in the Superbug have both diffuse and alpha channels. They control the level and falloff of specularity respectively. Great, but what does that mean? The diffuse (normal) channel controls the color and amount of specularity. Lighter areas are more specular. The color in this channel determines the color hot spots.

The alpha channel controls the falloff, or “shininess” of the specularity. This is NOT reflection –

that is controlled in the diffuse maps (described below). The brighter the area of the alpha

channel, the tighter and hotter the specularity (there’s probably a joke in there somewhere).

9) Fasteners: Nuts, bolts, screws, rivets, whatever. Be subtle.

10) Weathering: Shading, grunge, grime, you name it. If it’s dirty, it’s here. Make sure this group is above most others. One of the layers in this set, “irregularity”, is a pattern overlay which applies


245 HOTAS Mapping

an overall realistic inconsistency to the paint color. It’s also used in the specularity group and they should match between groups.

11) Ext Cockpit (EXT_K): Layers in this group are associated with the external model’s cockpit. As with the common group, above, basically everything in this group is common to all aircraft.

12) Pilot (EXT_L): Details which are specific to the pilot. While most of the elements in this group are fairly generic, this group also contains the parts for the pilot’s helmet. You may wish to copy the helmet elements from this layer, place them in an aircraft-specific layer (described below), and then remove the helmet components from this layer in order to allow your specific changes to sort in front.

13) Gear/Avionic (EXT_G): The name of this group may be somewhat misleading. Although generally generic regardless of the paint scheme, the layers in here cover not just gear details, but almost everything not associated with an external aircraft surface of the cockpit. This includes the IFR probe and basket, ECS auxiliary door interiors, speed brake primary surface interior details, hatch interiors, radar parts, tail hook, etc.

14) Common Detail: This group contains layers that are common to the aircraft regardless of how it may be painted. In most cases these details will not change from paint to paint and are completely generic.

15) Alpha: Contains generic alpha channels for all sections. Note that these are strictly generic and would need modification for each aircraft. These would be used either in conjunction with specular mapping or in the alpha channel of the diffuse (color) maps to provide reflectivity. Again, these are just templates and should not be used arbitrarily. Take a look at how the alpha channels of the various textures are composed and decide a plan of action.

16) VFA-31 CAG (aircraft specific group): This group should be used as an example for creating aircraft-specific layer sets. Each aircraft-specific group should contain details that are tailored to your specific aircraft. This includes not only colors and squadron markings, but aircraft BUNO, carrier (if applicable), etc. We will explain how to copy and make your own aircraft layer sets under Aircraft Layer Sets.

17) VFA-27 LINE (aircraft specific group): Another aircraft-specific group, this time for a more generic paint. Again, all aircraft-specific details should be placed within sets/groups such as this so that the document can be kept as portable as possible for your future use and organization.

18) WPN Inert Bands: When creating aircraft with inert loadouts such as training or test squadron aircraft, this layer can be used to overlay SOME of the weapons with


246 HOTAS Mapping

inert (blue) bands signifying that the device doesn’t contain explosives. Each weapon group may also contain layers that need to be enabled if an inert loadout is required.

19) Stores Layer Sets (18 layer sets): Each of these 18 layer sets contain the individual details for the entire selection of ordinance available in the VRS F/A-18. If you wish to use inert weapons on your paint you’ll need to check each of these sets to make sure any available inert colors or bands not covered by the previous layer (WNP Inert Bands) are unhidden.

20) Geometry: This layer contains wireframe geometry for the external model to aid in aligning textures. Note that much of this geometry is quite old and in many cases no longer applies. It is only a guide, and is most useful for getting an overall picture of the texture layout.

21) Engine Covers: These are the base colors used for the inlet and nozzle covers which are visible when the aircraft is parked with engines off. Any non-generic individual lettering on these objects should be places within the aircraft specific layer sets (i.e. VFA-31 CAG) you create.

22) FS36320: This is the US Federal Standard color (Dark Ghost Grey) used on most aircraft shipping with the VRS F/A-18. This layer covers the upper fuselage and some other parts.

23) FS36375: This is the US Federal Standard color (Light Ghost Grey) used on most aircraft shipping with the VRS F/A-18. This layer covers the upper fuselage and some other parts. These colors has been modified slightly in order to account for the atmospheric contribution present in real-world settings. Since FS does not alter the aircraft color to account for this, it’s important to consider. If one were to use the exact RGB value without compensating for atmospheric conditions, colors would appear greener than in the real world or in photographs. Obviously if you are creating a non-US paint scheme, this layer should be duplicated, the original layer hidden, and the new layer adjusted for your choice of base color.


247 HOTAS Mapping

6.1 DOCUMENT SETUP

6.1.1 Grid Lines

To set up the working environment, we suggest creating a grid divided into 256x256 or 512x512

gridlines. Although a template layer exists with red lines every 1024 pixels, creating your own grid setup

will ease merged copying from the master document into the individual texture files.

6.1.2 Fixed Size Selection Rectangle

A fixed-size selection rectangle will be needed later in order to copy textures at exactly 1024x1024. You

will use this fixed sized selection in conjunction with a grid snap. If you set this up now, you can revert to

a normal selection rectangle for the majority of your editing.

VRS F/A-18E Superbug Section VII: Keyboard Reference

248 Keyboard Reference

6.1.3 Aircraft Specific Layer Sets

In the previous section we discussed keeping aircraft specific

modifications (markings, etc.) within their own sets so that

individual aircraft paints you build can be toggled on and off.

Two example aircraft layer sets (VFA-31 CAG and VFA-27

LINE) already exist as described above. You should copy one

of these sets which most closely matches the paint you intend

to create. If you intend to create a colorful show bird, copy

VFA-31 CAG. Use VFA-27 LINE if you intend to create a basic

low-visibility scheme.

Once you have copied the group, rename it appropriately and

begin making you modifications in this group.

6.1.3.1 Example Layers Ideally, aircraft layer sets should contain layers for everything

that is not generic between all aircraft. This includes aircraft

decals (EXT_M), and all other identifying graphics and

markings.

In addition, since each aircraft may contain different colors

layered on top of the generic base colors, those color layers

should be defined at this level as well.

6.1.3.2 Markings Most U.S Naval markings are angled at 9.5 degrees aft.

Obviously aircraft from different nations will vary

significantly, so it will be up to you to acquire any additional

fonts.


249 Superbug Paint Kit

6.2 CREATING TEXTURE FILES

6.2.1 Texture Directory Structure

All textures included with the VRS F/A-18 are

located within FSX\SimObjects\Airplanes\VRS_FA-

18E\. They are preceded by the word “Texture”

followed by a dot (.), followed by the name of the

texture you provide. For example the VFA-31_CAG

aircraft textures are located in the folder

FSX\SimObjects\Airplanes\VRS_FA-18E\Texture.VFA-

31_CAG.

You’re not going to messing with this texture folder

– it’s just an example. Leave muh textures alone!

As you can see in the image at right, the texture

folder contains some, but not all of the texture the

aircraft will use. The ones contained here, some mandatory, some not, include all the external paint

(EXT_A through EXT_F), the specular maps for the paint colors (EXT_A_S through EXT_F_S) and EXT_M,

which is the decal sheet containing the pilots name, among other things. EXT_M and EXT_A_S through

EXT_F_S are optional. The _S textures are the specular maps and if none are created, the Superbug will

use generic ones in the main Texture folder. The Same goes for EXT_M. If it’s not created, it will use a

generic one, but I’ll be the pilot…

6.2.1.1 Texture.cfg The texture.cfg is located in each .Texture folder and defines the fallback folders for missing textures

such as those specular maps described above. The primary fallback folder in most cases should be

..\texture. The 2 dots preceding the slash are an OS syntax that means “back one directory”. So if the

model is loaded and the texture it’s looking for is not in the texture folder for that livery, FS will first look

in the common texture folder called “texture” which is inside the main VRS_FA-18E aircraft folder.



6.2.1.2 Thumbnail Image Within each folder are a number individual texture files along with a JPEG thumbnail image. The

thumbnail image is used by the Aircraft Manager’s Livery Browser to display an image of the aircraft

when browsing installed paints, and by FSX as a preview image when selecting a livery.

6.2.1.3 External Texture Files Only 6 texture MUST be distributed for a valid livery pack:

1. EXT_A. DDS 2. EXT_B. DDS 3. EXT_C. DDS 4. EXT_D. DDS 5. EXT_E. DDS 6. EXT_F. DDS

All other textures including virtual cockpit and the remaining generic external textures need not be

included in your distributions unless you are actually modifying them. The ACM will automatically copy

those optional files from the Texture.E1 folder when the end-user uses the Livery Import function.

There are many other textures which are generic covering everything from the landing gear detail to the

virtual cockpit. You don’t need to modify any of those, but if you do, make sure they are copies and

locally contained in your aircraft’s texture folder. Never replace anything in the common texture

folder!

6.2.2 Creating Working Directories

For your work, you should create 2 folders: One to store 32-bit original (uncompressed) texture files,

and one, properly named and located in the aircraft folder to test your paints. Your actual texture folder

should be carefully named to maintain consistency with existing textures. Whatever you name this

folder, ensure that it is preceded by Texture., and contains no spaces.

The simplest way to do this is to copy an existing texture folder and then rename the aircraft specific

portion. You’ll then replace the textures described above with your modified and compressed textures,

one by one.

Create a unique folder to hold your original uncompressed texture files. Duplicate any existing aircraft texture folder in FSX\SimObjects\Airplanes\VRS_FA-

18E\Texture..[My_Livery] and rename [My_Livery] to whatever you wish. This step is essential to ensure ALL textures are present in your new livery folder. From now on, whenever we refer to [My_Livery] it should be substituted with your own livery name.



6.2.3 Creating Uncompressed Texture Files

Uncompressed texture files are 32-bit (RGB + 8-bit alpha). As explained in the previous section, these

textures should be stored in a separate folder from the “live” textures you’ll be using for testing and

distribution.

Create a new document in your paint program measuring exactly 1024x1024 pixels. Using the 1024x1024 fixed selection rectangle with grid-snap on, select one of the document

subdivisions (A, B, C, D, E, F) described at the beginning of this guide. Copy-Merged (copies everything visible regardless of layer). Paste the merged image into your new document. Go back to the original master document and enable the Alpha (basic) layer set. Copy the alpha layer that corresponds to the subdivision you just copied.

Return to the new document and paste your selection into the Alpha channel. If the alpha channel requires modification, it should be done now. Note that white areas are

areas which are NOT reflective, and darker shaded areas define reflectivity. This is NOT specularity, it is reflectivity and will use the FSX environment map to reflect back areas based on how dark they are.

With the RGB and alpha channels in place, save the image as a 32-bit BMP with a name that corresponds to the correct texture (i.e. EXT_A).

6.2.4 Compressing Textures

With your uncompressed 32-bit texture file(s) created and properly named:

Flip each image vertically. That’s right, the folks at MS think backwards.

Convert each image to DDS (24+8). Nvidia has an excellent set of plugins for Photoshop which I’ve used extensively for this project: http://developer.nvidia.com/object/photoshop_dds_plugins.html

I’d advise against using any of the other utilities such as the OS DDS thumbnail viewer —IMO, It’s

unstable.

http://developer.nvidia.com/object/photoshop_dds_plugins.html



6.3 PREPARING THE AIRCRAFT.CFG

Prior to testing the final textures, the aircraft.cfg must be prepared by inserting the necessary additions

in order for the textures to be recognized by the simulation. As the author of a repaint you must do this,

but your target users will not need to make these modifications if they use the Aircraft Manager to

import your paints.

Make a backup copy of FSX\SimObjects\Airplanes\VRS_FA-18E\Aircraft.cfg. Open FSX\SimObjects\Airplanes\VRS_FA-18E\aircraft.cfg in a simple text editor. Scroll down to the last texture entry. This will be labeled [fltsim.xx] where xx is an integer

number. Copy the entire definition beginning with [fltsim.xx] and ending with the atc_parking_codes=

line as shown below. Paste the selected text between the text you copied and the [General] section. Renumber [fltsim.xx] where xx is the next incremental integer. In this example it would be 37. title= Whatever you desire. texture= [My_Livery], EXCLUDING the word Texture and the dot(.). ui_variation= The EXACT same name as title=, above. atc_ID= Something appropriate for your aircraft. For US naval aircraft this should be the 2-letter

carrier air wing followed by the 3-digit modex (AA000).



atc_airline= The squadron callsign.

atc_flight_number= The aircraft modex. description= Leave this alone. We will change it in the ACM which will automatically format it. Leave all other fields alone, at least for now. Save and quit.



6.4 CREATING LIVERY PACKS

The VRS Aircraft Configuration Manger (ACM) features a Livery browser with import/export capabilities.

The Livery browser can completely automate the process of getting your livery into correctly formatted,

portable “packs” for redistribution to end-users. Once the end-user downloads and unzips your repaint,

all they need to do is use the livery browser’s import function [6] to locate your redistributable repaint

folder and automatically insert it into the aircraft. They need not modify the aircraft.cfg in any way.

This livery pack system also ensures that virtual cockpit textures do not need to be distributed with your

repaints. TGhey are strictly optional. All textures not above and beyond the required 6 redistributables

will be automatically referenced from the main texture folder.

6.4.1 Creating a Livery Thumbnail

The ACM Livery Browser will automatically display a JPEG thumbnail image [3] for each installed livery if

one exists. This thumbnail should, be a .jpg image and measure exactly 256x128 pixels. Place the

thumbnail into your Texture.[My_Livery] Folder and name it Thumbnail.jpg.

1 2

4

6

5

3



6.4.2 Testing The Livery

It goes without saying that your livery should load in the simulation; If you can’t browse to it, see it and

fly it, then it’s time to start thinking about what you missed. The most likely problem is an incorrect

aircraft.cfg entry (perhaps you forgot to increment the livery ID [fltsim=n]).

6.4.3 Editing Livery Data in the ACM

Prior to exporting your redistributable “Livery Pack”, and after it’s been tested (perhaps multiple times),

you should check to make sure that it’s correctly formatted, that the thumbnail is being read, and that

all data including the description is correct.

Ensure that your livery is appearing in the ACM. If it is not, double-check your aircraft.cfg entries and ensure that the texture= entry in the aircraft.cfg. has exactly the same case sensitive name (minus the texture. portion) as the folder containing your textures.

Ensure the thumbnail is loading. If not, ensure that is a .jpg. Double-check all aircraft.cfg fields to ensure they’re correct.

In the previous section, Preparing the Aircraft.cfg, we had you ignore the description= line. The reason is

that it’s MUCH easier to edit that information within the ACM. The ACM will automatically insert all

newline and carriage return characters so that your description appears to the end-user exactly as it was

typed in the ACM.

Edit livery the description [4]. This can be anything you want, but try to be consistent in layout.

6.4.4 Exporting a Livery PACK

Assuming your livery is appearing in the ACM when it loads, and all fields appear to be correct, it’s a

good idea to create a test export livery pack and then import it to ensure it’s working correctly.

With your livery selected, press the Export Livery button [5].

A dialog will appear prompting for a location to save the export. Select your desktop or some other easy to find location.

Press OK. If the export was successful, a folder will have been created in the destination location named

exactly the same as your actual texture folder (minus the texture. prefix). This [My_Livery] folder should contain (at a minimum) the following 8 files:

1. EXT_A. DDS 2. EXT_B. DDS 3. EXT_C. DDS 4. EXT_D. DDS 5. EXT_E. DDS 6. EXT_F.DDS 7. Thumbnail.jpg



8. [my livery].txt

The text file [my livery].txt was created by the ACM and contains generated information which will be

inserted into the end-users aircraft.cfg automatically.

6.4.4.1 Testing the Livery Pack Import To test the distribution, first make a backup copy of your installed texture folder: Texture.[My_Livery]

within the VRS_FA-18E aircraft directory. We’re going to use the ACM to delete your installed livery, so

make sure that the folder is completely backed up before proceeding!

Quit the ACM if it’s running. Backup the installed texture folder by duplicating it. This is the folder called Texture.[My_Livery]

located in FSX\Simobjects\Airplanes \VRS_FA-18E. Do not proceed without performing this step. Launch the ACM. From the Liveries Tab, select your livery from the list [1]. Right-click and select Delete. After confirming the deletion, your installed livery folder should be

immediately and permanently deleted (you do not need to press Save from the ACM). Visually confirm that your Texture.[My_Livery] folder no longer exists within the Aircraft folder. Press the Import Livery button [6].

Browse to the location of the [My_Livery] export folder you created earlier. Press OK. Ensure that the livery imported properly and is again visible in the list with all data intact.

If everything worked OK and your livery imported, you may now zip up your exported livery folder in

preparation for distribution!

If there were problems which prevented successful import, retrace your steps beginning with 9.3.

Ensure that you didn’t inadvertently delete one of the required (bold) files listed in 6.4.4.

6.4.5 Distributing Liveries

Now that your livery pack has been created and presumably fully tested(?), you’re ready to .zip it up for

redistribution. The nice thing about livery packs is that it makes it extremely easy for end-users to install

them without the need to modify their aircraft.cfg. As long as they keep a backup of your distribution

they can re-install them at any time, even after a major service update may wipe their existing

aircraft.cfg and texture folders.

In documenting your distribution, it’s probably a good idea of your readme echoes the procedure for

getting their paints imported via the ACM. Also remind them that they should backup their livery packs

because regular updates from VRS may in fact wipe any installed repaints (at least the aircraft.cfg

definitions).



7 KEYBOARD REFERENCE

7.0 HOTAS SUGGESTED MAPPING

A large series of "custom" keys are available for virtually all aircraft functions when running in what we

call Key Command Mode. Key command mode is activated by default and can be toggled on/off with the

[SHIFT-CONTROL-M] combination.

TDC PRIORITY/ACM MODE

“CASTLE SWITCH”

+

TRIM SWITCH (PITCH/ROLL)

[ELEV TRIM UP]

[AIL TRIM LF] [AIL TRIM RT]

[ELEV TRIM DN]

WEAPON RELEASE

“PICKLE SWITCH”

[COWL FLAP DEC]

GUN TRIGGER

[COWL FLAP INC]

UNDESIGNATE/

NWS MODE BUTTON

+

AP/NWS DISENGAGE

“PADDLE SWITCH”

A/A WEAPON

SELECT SWITCH

+



In addition to key command mode, certain “FS native” functions should be mapped to your joystick In

Flight Simulator's keystroke assignments dialog in order to enable weapon fire. The process for doing

this is explained in detail in Section I: Getting Started.

These diagrams illustrate the suggested mappings based on the real F/A-18 HOTAS (Hands-On Throttle

and Stick). Your joystick and throttle (if you own a throttle) will obviously not be identical to the real

thing (don’t you wish), but the arrangements will be similar enough to improvise.

The red text indicates keys or combinations of key which are available in key command mode. The

green text indicates functions and/or keys which are mappable to events within Flight Simulator’s key

assignments, or registered FSUIPC (preferred method).

COMM RADIO SELECT

+ +

+ +

CAGE/UNCAGE

+

SPEED BRAKE

ENGAGE/DISENGAGE

TARGET DESIGNATOR

CONTROLLER (TDC)

DESIGNATE

(IF PRESS AVAILABLE)

AUTO THROTTLE (ATC)

ENGAGE/DISENGAGE

+

AUTOPILOT (A/P)

ENGAGE/DISENGAGE

OR

CHAFF/FLARE/ALE-50

DISPENSE

EXTERIOR LIGHTS

MASTER SWITCH

+



7.1 KEY COMMAND MODE

The VRS custom keystroke mode is entered/exited by pressing the [SHIFT-CONTROL-M] combination.

This key, and all custom keys can be remapped in the ACM. These are the default keys and we highly

recommend you don’t change them unless you have already flown the Superbug extensively.

KEY COMMAND NOTES

+ + KEY COMMAND MODE TOGGLE Enter/Exit Custom Key command Mode

RADAR DESIGNATE/STT

With TDC priority to HARM TOO or radar: Bugs up the

target under TDC. Cycles targets when nothing is

under the TDC cursor.

With TDC priority to UFCD CNI: Acts as keypad 'ENT'

key.

+ RADAR ELEVATION UP/DN With TDC priority to the display with radar, moves

elevation scan center up/down.

+ RADAR AZIMUTH L/R With TDC priority to the display with radar, moves

azimuth scan center scan center left/right.

(TAB) TDC PRIORITY CYCLE Cycles TDC priority between displays. A filled

diamond will appear in the upper-right corner of the

display with priority.

TDC SLEW Arrows slew the TDC cursor when priority is in any

display. The arrows are the only way to slew the TDC

cursor in the HUD.

AUTOPILOT TOGGLE

LAUNCH BAR TOGGLE

CHAFF SINGLE ALE-47 power required [SHIFT-K]).

IFF IDENT Squaws the currently selected code (UFCD IFF page).

EMCON TOGGLE Enters/Exits Emissions Control Mode.

FLARE SINGLE ALE-47 power required [SHIFT-K]).

HOOK TOGGLE

IFR PROBE TOGGLE

ASPJ JAM TOGGLE ASPJ power required [SHIFT-J].

CMDS/ALE-47 INITIATE

MASTER MODE SWITCH CYCLE Cycles between air-to-air/air-to-ground/navigation

master modes.

NWS STEERING MODE (HI/LO) toggle.

G-LIM OVERIDE (Pro version only).

RWR POWER Radar Warning Receiver power toggle.



ALE-50 JAM TOGGLE Towed decoy.

WEAPON CYCLE Next available weapon of different type (master

mode specific).

+ ALTITUDE TOGGLE Toggles between HUD radar and barometric altitude

reporting..

+ BINGO DECREMENT Decrements BINGO level by 100 lbs.

+ CCIP/HARM MODE CYCLE Bomb mode: Cycles through the 3 CCIP bombing

modes regardless of the current CCIP program.

HARM mode: Cycles through all 3 HARM modes.

+ FUEL ADD Adds 25% fuel up to the maximum initially loaded for

the flight.

+ ALE-50 DEPLOY Deploys or retracts 1 ALE-50 towed with ALE-50

power on (SHIFT-T).

+ GESTURE Pilot salutes.

+ HUD BRIGHT/POWER KNOB Cycles through all the positions of the HUD

power/brightness knob.

+ TAKEOFF ASSIST Acceleration pack/Gold. Arms the carrier catapult

system once the launchbar (B, or SHIFT-U) is down.

+ ASPJ POWER TOGGLE Toggles power to the Airborne Self-Protection

Jammer. Actual jamming is toggled with SHIFT-J.

+ ALE-47 POWER TOGGLE Toggles power to the flare/chaff dispensers.

+ EXTERIOR LIGHTS MASTER SW Controls power to all exterior lights simultaneously

(except landing light). Note that individual lights must

still be enabled (left console).

+ NWS TOGGLE Toggles NWS ON/OFF.

+ CCIP PROGRAM CYCLE Cycles through the 4 available CCIP programs for the

current A/G weapon.

+ RADAR MODE CYCLE Cycles between VS/RWS/TWS.

+ ALE-50 POWER SWITCH TOGGLE Toggles power to the towed decoy unit.

+ WEAPON STEP Next available weapon of same type.

+ MASTER ARM SWITCH TOGGLE

+ BINGO INCREMENT Increments BINGO level by 100 lbs.

+ FUEL DUMP TOGGLE

+ FLAPS CYCLE Cycles through AUTO/HALF/FULL.

+ GEN TIE RESET Resets generator bus tie logic.

+ HUD HUE CYCLE Cycles through available HUD colors.

+ ANTI-ICE TOGGLE Engine inlet anti-ice toggle.



+ SELECTIVE JETTISON INITIATE Jettisons all weapons armed for jettison via the

jettison select panel/jettison select knob system.

+ MASTER CAUTION RESET Resets master cautions identically to pressing the

master caution reset button.

+ SEAT ARM Arms ejection seat.

+ TAKEOFF TRIM TOGGLE Also neutralizes rudder, aileron and pitch trim in

flight.

+ SEAT OVERIDE Toggles seat override handle. Before seat can be

armed override handle must be down.

+ PITOT HEAT TOGGLE Pitot heat ON/AUTO toggle.

+ AUTOTHROTTLE TOGGLE Engages cruise or approach ATC depending on CAS

operating mode.

+ CAGE/UNCAGE TOGGLE NAV Mode: Pitch ladder/VV cage. AA/AG Mode: SMS

cage.

+ WINGFOLD TOGGLE

CASTLE SWITCH FUNCTION

RDR ACM mode OFF or NOT in AA master mode:

+NAV/AG mode: TDC PRIORITY TO HUD.

AA mode: ENABLE ACM + ENTER BST.

+ TDC PRIORITY TO UFCD.

+ TDC PRIORITY TO LDDI.

+ TDC PRIORITY TO RDDI.

RDR ACM mode ON in AA master mode:

+ SET BST ACM MODE

+ SET VACQ ACM MODE

+ SET WACQ ACM MODE

+ SET AACQ ACM MODE

UNDESIGNATE FUNCTION

+WonW:

NWS HI/LO TOGGLE

TDC Priority: WoffW:

Radar Display

If ACM active: LEAVE ACM/RETURN TO SEARCH

If STT active: RETURN TO SEARCH

If TWS active: SWAP DT1/DT2

If RWS active: UNDESIGNATE L&S

HARM Display UNDESIGNATE HARM TARGET



FLIR Display RESET GIMBALS

HUD UNDEGIGNATE GROUND DT

PADDLE SWITCH FUNCTION

WonW:

NWS ON/OFF (same as SHIFT-N)

FCS EXERCISER CANCEL

Autopilot: WoffW:

ON A/P DISENGAGE

OFF G-LIM OVERIDE (Pro-only)



MISC/EMERGENCY

+ + FCS BIT CONSENT TOGGLE Toggles the FCS BIT consent switch for use with FCS

exerciser mode.

+ + THROTTLES OFF/IDLE TOGGLE Throttle must be fully retarded in order to switch

from OFF to IDLE and back.

+ + KEY COMMAND MODE TOGGLE

+ + EJECT Seat must be ARMED and override handle DOWN.

+ + FCS RESET Resets the FCS as part of a normal cold-start or to try

to clear an errant FCS failure.

+ + HYD ISOL Allows in-flight replenishment of accumulator

pressure (APU and brake) if HYD2B is GO.

+ + IFR EMERGENCY TOGGLE IFR probe emergency extend.

+ + EMERGENCY JETTISON With master arm ARMED, jettisons all stations except

1, 5, 7, 11.

+ + REPAIR + FCS RESET Clears all battle damage and resets the FCS.

+ + WEAPON RELOAD Reloads all stores and clears killed target list.

+ + CANOPY JETTISON Immediately jettisons the “K”anopy.

AAM WEAPON QUICK-SELECT

+ + AA GUN Enters AA MM or selects AA gun, and enters GACQ

ACM mode.

+ + AIM-9 Enters AA MM or selects AIM-9 if available and leaves

ACM.

+ + AIM-7 Enters AA MM or selects AIM-7 if available and leaves

ACM.

+ + AIM-120 Enters AA MM or selects AIM-120 if available and

leaves ACM.

MASTERMODE QUICK-SELECT

+ + NAV MASTER MODE Directly selects NAV master mode.

+ + AA MASTER MODE Directly selects AA master mode.

+ + AG MASTER MODE Directly selects AG master mode.

COMM RADIO SELECT

+ + COMM 1 Sets active transmit radio to COMM 1

+ + COMM 2 Sets active transmit radio to COMM 2

VRS F/A-18E Superbug Section VIII: Checklists


8 CHECKLISTS

8.0 NORMAL PROCEDURES

8.0.1 INTERIOR CHECKS

Left console -

[ ] Circuit Breakers IN

[ ] Manual Canopy Handle STOWED

[ ] VOL Panel AS DESIRED

[ ] FCS GAIN switch NORM/GUARD DOWN

[ ] APU switch OFF

[ ] PROBE switch RETRACT

[ ] EXT TANKS switches NORM

[ ] DUMP switch OFF

[ ] INT WING switch NORM

[ ] GEN TIE CONTROL switch NORM/GUARD DOWN

[ ] EXT LT panel SET

[ ] Throttles OFF

[ ] External lights master switch FORWARD

[ ] Throttles OFF

Instrument panel -

[ ] PARK BRK handle SET

[ ] LDG/TAXI LIGHT switch OFF

[ ] ANTI SKID switch ON

[ ] SELECT JETT knob SAFE

[ ] FLAP switch HALF/FULL

[ ] LAUNCH BAR switch RETRACT

[ ] LDG GEAR handle DOWN

[ ] CANOPY JETT handle FORWARD

[ ] MASTER ARM switch SAFE

[ ] EMERG JETT button OUT

[ ] FIRE and APU FIRE buttons OUT

[ ] L/R DDI, HUD, UFCD, MPCD knobs OFF

[ ] COM 1/2 knobs OFF

[ ] ALT switch BARO/RDR

[ ] IR COOL switch OFF


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[ ] SPIN switch NORM/GUARD DOWN

[ ] HOOK handle UP

[ ] WINGFOLD switch SPREAD

[ ] AV COOL switch NORM

Pedestal panel (A/C 165660+)

[ ] ECM JETT button OUT

[ ] JAMMER switch OFF

[ ] RWR switch OFF

[ ] DISPENSER switch OFF

[ ] AUX REL switch NORM

[ ] RUD PED ADJ lever AS DESIRED

Right console -

[ ] Circuit breakers IN

[ ] GEN switches NORM

[ ] BATT switch OFF

ECS panel - SET

[ ] ECS MODE switch AUTO

[ ] CABIN TEMP knob AS DESIRED

[ ] CABIN PRESS switch NORM

[ ] BLEED AIR knob OFF

[ ] ENGINE ANTI ICE switch OFF

[ ] PITOT ANTI ICE switch OFF

[ ] DEFOG handle MID RANGE

[ ] WINDSHIELD switch OFF

INT LT panel - SET

[ ] CONSOLES/INST/FLOOD AS DESIRED

[ ] CHART/WARN INOP

[ ] MODE switch AS DESIRED

Sensor panel - SET

[ ] FLIR switch OFF

[ ] LTD/LST switches SAFE/OFF

[ ] RADAR knob OFF

[ ] INS knob INOP


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8.0.2 ENGINE START

8.0.2.1 APU START

A self-contained (battery/APU) start is the primary method for starting the

engines. The aircraft also has provisions for starting on opposite engine bleed

air (crossbleed) for circumstances when that may be appropriate (e.g., alert

launch, low battery, maintenance, engine restart after APU shutdown, etc.).

With an external power start, all electrical systems are operative. With a

battery start, power is available to operate the APU and engine fire warning

systems, the caution lights panel and the EFD backup display.

The right engine is normally started first in order to provide normal hydraulics

to the brakes. During first engine battery start, the EFD RPM indication

typically jumps from 0 to 5 or 10%, and light-off is indicated by TEMP rising

from a minimum reported value of approximately 190°C. When the

corresponding generator comes online (approximately 60%N2 rpm), the

engine crank switch returns to OFF. After both generators are online, the APU

will run for 1 minute and then shut down automatically.

Engine start checks -

[ ] PARK BRK handle FULLY SET

[ ] BATT switch ON

[ ] Battery gauge CHECK

Nominal voltage for a "good" battery should be 23 to 24 vdc. Minimum

battery voltage is that which provides a successful engine start (i.e., APU

remains online and the EFD remains powered to provide indications of RPM

and TEMP). EFD blanking and/or uncommanded APU shutdown should be

anticipated with a battery voltage at or below approximately 18 vdc. If a weak

battery results in an unsuccessful engine start attempt, the battery should be

charged or replaced prior to takeoff, since the battery provides the last source

of electrical redundancy for the FCCs.

With external electrical power -

[ ] EXT PWR switch RESET

[ ] GND PWR switches 1, 2, 3 and 4 B ON

[ ] L(R) DDI, HUD, and MPCD knobs ON


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[ ] COMM 1 and 2 knobs ON

[ ] LT TEST switch TEST

[ ] DDI/MPCD/UFCD ENTER DESIRED WPTS

All starts - ON

[ ] FIRE test switch TEST A

[ ] FIRE test switch NORM

[ ] FIRE test switch TEST B

During a successful FIRE warning test ALL of the following lights should

illuminate in each TEST position: both FIRE lights, the APU FIRE light, and both

L and R BLEED warning lights. Additionally, the following voice aural warnings

should be heard in order: "Engine fire left, engine fire right, APU fire, bleed air

left, bleed air right" (each repeated twice).

[ ] APU ACC caution light VERIFY OFF

[ ] APU switch ON (within 30 seconds)

[ ] RGEN switch ON

[ ] BLEED AIR knob R-OFF/OFF

[ ] Right throttle IDLE (shift-control-D if OFF)

[ ] ENG CRANK switch R (10% N2 minimum.)

Oil pressure should be a minimum of 10 psi within 30 seconds. Maximum

transient EGT during start is 871°C.

[ ] Battery gauge VERIFY 28 vdc

[ ] L(R) DDI, HUD and MPCD knobs ON

EFD - CHECK (ground idle) -

[ ] RPM 61% min

[ ] TEMP 250-500c

[ ] FF 600-900 pph

[ ] OIL 35-90 psi (warm oil)

[ ] NOZ 77% to 83%

If external power start -

External electrical power DISCONNECT

[ ] BLEED AIR knob NORM



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[ ] ENG CRANK switch L

[ ] Left throttle IDLE (10% N2 minimum.)

[ ] ENG CRANK switch CHECK OFF (prior to lightoff)

[ ] EFD CHECK

8.0.2.2 CROSSBLEED START

[ ] APU switch OFF


[ ] ENG CRANK switch L(R)

[ ] Operating engine throttle 80% N2

[ ] Starting engine throttle IDLE (10% N2 minimum.)

[ ] ENG CRANK switch CHECK OFF

[ ] EFD CHECK

8.0.3 BEFORE TAXI CHECKS

Do not attempt to taxi with the right engine shut down, as normal NWS is not

available due to lack of HYD 2 pressure. Although NWS is available via the

brake accumulator, there is insufficient pressure available for sustained (non-

emergency) steering.

[ ] WYPT 0 CHECK/SET (flight plan load)

[ ] RADAR knob OPR

[ ] FLIR/LST/LTD switches AS DESIRED

UFCD avionics -

[ ] RALT sublevel ON/SET

[ ] TCN sublevel ON, T/R, CH SET

[ ] IFF sublevel ON/MODES UNBOXED

[ ] Time sublevel AS DESIRED

[ ] WINGFOLD SPREAD

[ ] FCS RESET button PUSH/VERIFY RSET

[ ] FLAP switch AUTO

[ ] TRIM CHECK

Check pitch, roll, and yaw trim for proper movement in all directions (FCS

format). Note it is not possible to trim stabilators to negative values (TED)


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with WonW.

Control checks -

[ ] Full aft CHECK 24° NU STAB

[ ] Full forward CHECK 20° ND STAB

[ ] Full L/R CHECK 30° differential STAB

CHECK 8° differential TEFs

[ ] FLAP switch HALF

[ ] NWS mode HI

[ ] Rudder pedals CYCLE 40° L/R

[ ] SEAT ARMED

[ ] T/O TRIM switch PRESS (TRIM advisory)

[ ] IFR PROBE switch CYCLE THEN RETRACT

[ ] Speedbrake CYCLE THEN OFF

[ ] LAUNCH BAR switch CYCLE THEN UP

[ ] HOOK handle CYCLE THEN UP

[ ] PITOT ANTI ICE switch CYCLE THEN AUTO

[ ] APU VERIFY OFF

[ ] Standby attitude indicator VERIFY ERECT

[ ] Altimeter setting SET

[ ] Stores page VERIFY INVENTORY/STATUS

[ ] BIT page VERIFY NO DEGD/FAIL

[ ] Canopy FULL UP/DN FOR TAXI

[ ] BIT page VERIFY CLEAR

8.0.4 TAXI CHECKS

[ ] Normal Brakes CHECK

[ ] Nosewheel Steering CHECK IN HIGH L/R

When using brakes, apply firm, steady brake pedal pressure. Use nosewheel

steering whenever possible, minimizing differential braking.

8.0.5 TAKEOFF


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8.0.5.1 BEFORE TAKEOFF

[ ] Checklist page VERIFY FUEL TYPE

[ ] T.O. checklist (CHK page) COMPLETE

[ ] Canopy CHECK CLEAR/CLOSED

[ ] IFF sublevel BOX REQUIRED MODES

[ ] PARK BRK handle FULLY SOWED

[ ] ENG page CHECK AT MIL

8.0.5.2 NORMAL TAKEOFF

The takeoff checklist should be completed prior to taking the duty runway. For

single-ship takeoffs, taxi to runway centerline and allow the aircraft to roll

forward slightly to center the nosewheel. Begin the takeoff roll by releasing

the brakes, advancing the throttles from IDLE to MIL, and checking EGT and

RPM. If an afterburner takeoff is desired, further advance the throttles to

MAX (full forward). Check for proper afterburner light-off as indicated by both

nozzles opening. As the aircraft accelerates during the takeoff roll, track

runway centerline using small rudder pedal inputs (e.g., NWS commands).

NWS is the most effective means of directional control during takeoff.

Differential braking is much less effective and should therefore be avoided.

The NWS system (low gain) incorporates a yaw rate feedback input from the

FCCs, which is designed to suppress directional PIO tendencies by increasing

directional damping during takeoff.

At nominal takeoff CG, aft stick will be required to rotate the aircraft.

Approaching the predicted nosewheel liftoff speed, ease the stick back to

approximately 1/3 to 1/2 aft stick (1-1/2 to 2-1/2 inches). Hold this input until

the velocity vector rises to approximately 3 to 5°. Capture and

climb/accelerate at the desired flight path angle. When clear of the ground

with a positive rate of climb, raise the LDG GEAR handle and place the FLAP

switch to AUTO. In a flat takeoff attitude with MAX power selected, the

aircraft will accelerate rapidly towards gear speed. If required, reduce power

to MIL or below to ensure the landing gear is up and locked (light in the LDG

GEAR handle is out) before passing 250 KCAS.

8.0.5.3 CROSSWIND TAKEOFF

Crosswind takeoffs should be performed using the normal takeoff technique.

However, the pilot should expect to make slightly larger and more frequent

rudder pedal inputs to track runway centerline. As the aircraft accelerates and


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the ailerons become effective, lateral stick into the wind may be desired to

maintain wings level throughout the remainder of the takeoff roll and

rotation. Allow the aircraft to crab into the wind at takeoff, while continuing

to maintain runway centerline during the gear transition and early climbout.

8.0.5.4 AFTER TAKEOFF CHECKS

[ ] LDG GEAR handle UP


For safe maneuverability of the aircraft, up to 350 KCAS may be required up to

10,000 feet.

10,000 FT checks -

[ ] Cabin Altimeter VERIFY 8,000 FEET

[ ] Fuel transfer CHECK INT/EXT

[ ] RALT CHECK/SET 5,000 FEET

8.0.6 LANDING CHECKS

Normal instrument penetration is 250 KCAS with a 4,000 to 6,000 feet per

minute descent rate. For safe maneuverability of the aircraft, up to 350 KCAS

may be required below 10,000 feet.

[ ] HOOK handle AS REQUIRED

[ ] HOOK BYPASS switch AS REQUIRED

[ ] Exterior lights SET FOR LANDING

[ ] ENG ANTI ICE switch AS REQUIRED

[ ] PITOT ANTI ICE switch AUTO

[ ] DEFOG HANDLE HIGH (if required)

[ ] WINDSHIELD switch AS REQUIRED (if required)

[ ] Altimeter setting CHECK

[ ] RALT CHECK/SET

[ ] NAV master mode SELECT

[ ] Navaids CROSS CHECK

[ ] ILS ON/CH SET (if required)

[ ] IFF AS DIRECTED

[ ] Weapons/Sensors OFF AS REQUIRED


272 Checklists

8.0.6.1 VFR LANDING PATTERN ENTRY

Typically, the VFR landing pattern can be entered through several methods:

the break, downwind entry, VFR straight-in, or low approach/touch-and-go

from a GCA. Regardless of the entry method, enter the pattern at the altitudes

and airspeeds prescribed by local course rules. A normal break is performed

by executing a level turn to downwind with the throttles reduced to IDLE and

the speedbrake function enabled (if required to reduce airspeed). The desired

abeam distance is 1.0 to 1.3 nm. The g-level required to achieve the desired

abeam distance will be a fallout of break airspeed.

[ ] Speedbrake DEPLOY (as required)

[ ] Airspeed 240-250 kts

[ ] LDG GEAR handle DOWN

[ ] FLAPS switch FULL

As airspeed decelerates below 250 KCAS, lower the LDG GEAR handle and

place the FLAP switch to FULL. If enabled, the speedbrake function will retract

automatically when the FLAP switch is moved from the AUTO position as PA

control laws take over. Continue to decelerate to on-speed AOA (8.1 deg).

Longitudinal trim inputs are required with the flaps in HALF or FULL and speed

< 240 (PA mode). Trim the aircraft hands-off and on-speed. Compare airspeed

and AOA.

Onspeed AOA is 8.1 degrees (always) and equates to approximately 136 KCAS

at 44,000 lb gross weight. Subtract (add) 1½ KCAS for each 1,000 lb decrease

(increase) in gross weight. Complete the landing checklist. When wings level

on downwind, descend to pattern altitude (600 ft AGL for the low pattern).

Ensure the ground track pointer is on the exact reciprocal of runway heading.

When established downwind -

[ ] Landing checklist (CHK page) COMPLETE

[ ] Report 3 DN/LOCKED

FLAPS FULL/HALF

8.0.6.2 ATC APPROACHES

With flaps HALF/FULL and airspeed under 240 KCAS (PA), ATC (auto throttle

control) controls power in order to maintain approach AoA (8.1°). Unlike a


273 Checklists

manual throttles approach, nose position (i.e., velocity vector placement) now

controls power.

[ ] ATC ENGAGE (if desired)

Approach ATC is not designed to operate in aggressive maneuvering flight.

Aggressive attitude changes cannot be countered quickly enough for

predictable and consistent speed adjustments.

8.0.6.3 FINAL APPROACH

At the 180, roll into 27 - 30° AOB, add power, and adjust rate of descent to

100 to 200 fpm. Maintain onspeed AOA. This should place the velocity vector

about 1° below the horizon with its wingtip just touching the horizon bar. If

required, adjust rate of descent to arrive at the 90° position at 450 ft AGL.

Develop an instrument scan for the turn from the 180 to the 90

At the 90, glance at runway centerline and adjust AOB to arrive on centerline.

From the 90, rate of descent must be increased by reducing power and

adjusting the velocity vector to 1-1/2 to 2° below the horizon, onspeed. This

will produce a rate of descent of 400 to 450 fpm to arrive at the 45° position

at 380 ft AGL. From the 45, continue to increase rate of descent with a power

reduction to arrive at on centerline, at 320 to 350 ft AGL, with 700 to 800 fpm

rate of descent, onspeed. The optimum rate of descent will vary with

glideslope angle, approach speed, and headwind component.

8.0.6.4 LANDING

Maintain approach rate of descent and power setting by flying a centered ball

to touchdown or by placing the velocity vector at least 500 feet past the

runway threshold. After touchdown, place the throttles to IDLE and track

runway centerline using small rudder pedal inputs. While the rudders are

effective above 100 KCAS, NWS is the most effective means of directionally

controlling the aircraft during landing rollout. Low gain NWS is activated

automatically at touchdown with weight on the nose landing gear. Differential

braking to maintain directional control is not as effective and should normally

be avoided.


274 Checklists

8.0.6.5 BRAKING Best results are attained by applying moderate to heavy braking with one

smoothly increasing pressure as airspeed bleeds off towards taxi speed. Below

48 kts (minimum HUD airspeed), heavy brake pedal pressure should be

relaxed to prevent tire skid. . If desired, selecting aft stick (up to full) below

100 kts will increase TEU stabilator deflection and aid in deceleration.

8.0.7 POST-FLIGHT CHECKS

Do not taxi with the right engine shut down. Normal braking and NWS are not

available without HYD 2 pressure. The brake and APU accumulators will

provide only enough pressure for several brake applications, and continued

use of NWS will eventually exhaust APU accumulator pressure.

When clear of active runway-

[ ] SEAT ARM SAFE

Ensure that the ejection seat SAFE/ ARMED handle is locked in the SAFE

position detent and that the word SAFE is completely visible on the inboard

side of the handle.

[ ] FLAPS switch AUTO

[ ] T/O TRIM button PRESS (TRIM advisory)

[ ] Canopy FULLY UP/DOWN

8.0.7.1 BEFORE ENGINE SHUTDOWN CHECKS

[ ] THROTTLES IDLE

[ ] PARK BRK handle SET [CTRL-.]

[ ] BIT display RECORD DEGD/FAILURES

[ ] RADAR knob OFF

[ ] Sensors/Avionics OFF

[ ] EXT/INT LT knobs OFF


275 Checklists

[ ] Canopy CLEAR/OPEN

8.0.7.2 ENGINE SHUTDOWN CHECKS

[ ] Brake Accumulator Gauge CHECK 3000 PSI

[ ] NWS Disengage

[ ] 5 minute engine cool down CONFIRM

NOTE

Ensure that the engines are idled (<70% N2) for 5 minutes, allowing engine

temperatures to stabilize.

[ ] BLEED AIR knob OFF

[ ] THROTTLES OFF

[ ] COMM 1 and 2 knobs OFF

[ ] L(R) DDI knobs OFF

[ ] HUD BRT knob OFF

[ ] UFCD/MPCD knobs OFF

[ ] BATT switch OFF



8.1 CARRIER BASED PROCEDURES

8.1.1 ENGINE START

Engine starts should be made as per normal procedures (Normal

Procedures tab), however crossbleed starts should be avoided due to

the potential for injury from the associated high RPMs. Use APU starts

unless instructed otherwise.

[ ] APU engine start PERFORM

8.1.2 TAXI CHECKS

8.1.2.1 BEFORE TAXI CHECKS

[ ] Normal Before Taxi Checks PERFORM

[ ] NWS mode HI

[ ] FLAPS switch FULL

[ ] CANOPY switch CLOSE

The maximum allowable wind for canopy opening is 60 kts. Opening

the canopy with headwinds over 60 kts, or in gusty conditions, could

result in damage or loss of the canopy.

[ ] WINGFOLD switch FOLD (WING UNLK caution)

[ ] SEAT ARM lever ARMED

[ ] T/O trim switch PRESS

[ ] DDI TRIM advisory VERIFY

Ensure the T/O trim switch is pressed with flaps in FULL (or launchbar

down). T/O trim will drive the stabilators to 6.5° TEU (minimum launch

trim). Shore-based operations with flaps HALF (and launchbar UP) will

drive the surfaces to 4° TEU.

8.1.2.2 CATAPULT TRIM

The T/O trim function will set the stabilators to the minimum catapult


277 Checklists

trim, however unless the aircraft is light, this will generally be

insufficient.

Correct stabilator trim is critical for proper (hands-off) fly-away

performance and safety. Failure to properly trim the aircraft prior to

catapult launch can result in excessive sink rates off the bow. Use the

following charts to set additional longitudinal trim.

[ ] Gross weight (CHK page) RECORD

[ ] Determine power setting (table A) RECORD

GW (1,000) Power Setting

64-66 MAX

58-53 MAX (MIL optional if OAT < 90°F)

64-66 MIL (MAX optional)

32-45 MIL only

Table A

[ ] Calculate endspeed (tables B/C) RECORD

Determine the catapult endpeed using gross weight (CHK page) and

asymmetry (Aircraft Configuration Manager preflight checklist

window). If asymmetry is under 2000 ft-lbs, use table B, otherwise use

table C.

Catapult Endspeed

(symmetrical load)

GW (1,000) Endspeed (KCAS)

MIL MAX

66 - 161

65 - 159

64 - 158

63 165 156

62 163 154

61 161

153 60 158

59 156

Catapult Endspeed

(asymmetrical load)

Asymmetry

(1,000 ft-lb) Endspeed (KCAS)

2 153

4 156

6 159

8 161

10 162

12 163

14 165

16 166

18 167


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58 154

<57 153

20 168

22 169

Table B Table C

[ ] Longitudinal (TEU) trim DETERMINE/SET

Determine the required additional longitudinal (elevator) trim using

charts A(MIL launch) or B (MAX launch).

Chart A

[ ] Lateral trim DETERMINE/SET

Lateral (roll) trim in the F/A-18 is accomplished through differential

stabilator. The flight control system does NOT compensate for lateral

asymmetries, therefore it is necessary to make trim adjustments prior

to launch if asymmetry exceeds 2,000 ft-lbs (ACM preflight summary

window).

Use chart C to determine the required lateral trim (if any), and using

standard FS trim controls, trim into the light wing while observing the

FCS page.


279 Checklists

Example: If asymmetry is 6,000 ft-lbs (heavy right wing), differential

stabilator should be trimmed 1.6° into the light wing and the FCS

display should read 0.8° TEU for the L STAB and 0.8° TED for the R STAB

(1.6° total differential).

At low speeds and particularly when heavy, failure to trim for

asymmetric loads can jeopardize controllability. In the event of a single

engine failure (for example engine FOD) during launch, degraded low-

speed control can quickly become lethal.

8.1.2.3 TAXI

When taxiing aboard ship, the wings are generally kept folded until the

aircraft is positioned in front of the JBD (jet blast deflector). NWS HI is

recommended for carrier operations and should provide excellent

turning capability for directional control on the crowded deck. Carefully

manage taxi speed, particularly near catapults and pendants.

8.1.3 CATAPULT LAUNCH

PRIOR TO CATAPULT HOOKUP

[ ] T.O. checklist (CHK page) COMPLETE


280 Checklists

8.1.3.1 CATAPULT HOOKUP

Taxi the aircraft over the JBD and align with the catapult track. Using as

little power as possible to maintain maneuverability, taxi and line up

the aircraft with the catapult track. When the aircraft is properly

positioned, the green catapult light will illuminate in the Panel

Navigator (views menu), or catapult window VC-only (views menu).

Stop the aircraft at this point.

Using the catapult gauge (Panel Navigator or VC-only Catapult

window), enter the recorded endspeed from the previous steps by left-

clicking the endspeed digits located just under the arming lamp.

[ ] Catapult endspeed (catapult

gauge) SET

[ ] WINGFOLD switch SPREAD (caution out)

If the wingfold switch is inadvertently set to FOLD while the aircraft is

moving (WonW), the wings will fully or partially spread, the ailerons

will fair, and the aircraft will settle. In no case will enough lift be

generated from folded wings to sustain flight.

[ ] LAUNCH BAR switch EXTEND (green LBAR lamp)

[ ] NWS DISENGAGE

When the launch bar is extended and enters the catapult track, do not

use NWS.

[ ] Catapult Gauge ARM

With a green catapult gauge lamp, and the launch bar extended, the

"crew" will secure the holdback bar and the launch bar will be secured

into the catapult shoe. At the same time, the parking brake will be set if

it was not previously set.


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Once the catapult gauge is armed, do not release the parking brake,

until ready to launch, or you may be prematurely launched without

sufficient power.

8.1.3.2 CATAPULT LAUNCH

[ ] Throttles MIL

[ ] LAUNCH BAR switch RETRACT (LBAR lamp out)

Due to the close proximity of the LAUNCH BAR switch to the FLAP

switch, ensure that the FLAP switch was not inadvertently placed into

AUTO. With flaps in AUTO, the aircraft will settle excessively during

launch.

Failure to set the LAUCH BAR switch in RETRACT prior to launch may

result in excessive wear and/or failure of hydraulic seals in the HYD 2A

circuit, resulting in possible leaks.

[ ] Controls CYCLE

[ ] Engine instruments CHECK

[ ] Throttles FULL MIL/MAX

When ready for launch -

Salute with the right hand, place the left hand firmly against the

throttle detent, and place the head against the headrest. Grasp the

right canopy sil handle. Do not touch the stick at any time during the

launch, as it may induce PIO with the FCS. The pilot should remain out

of the loop (but monitoring closely) during the entire launch sequence.

[ ] PARK BRAKE RELEASE

When safely airborne -


[ ] Clearing turn PERFORM (if required)

With positive ROC -



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8.1.4 LANDING PATTERN

Pattern entry -

Typically, the VFR landing pattern can be entered through several

methods: the break, downwind entry, VFR straight-in, or low

approach/touch-and-go from a GCA. Regardless of the entry method,

enter the pattern at the altitudes and airspeeds prescribed by local

course rules. Enter the carrier landing pattern (illustration 1) with the

hook down.

[ ] Altitude 800 FT (RALT)

[ ] HOOK lever DOWN


Level break -


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A normal break is performed by executing a level turn to downwind

with the throttles reduced to IDLE and the speedbrake function

enabled (if required to reduce airspeed).

[ ] Speedbrake EXTEND (if required)

[ ] Airspeed 250 KCAS

[ ] FLAP switch FULL

[ ] LANDING GEAR lever DOWN

Downwind leg -

The desired abeam distance is 1.1 to 1.4 nm. The g-level required to

achieve the desired abeam distance will be a fallout of break airspeed.

Trim the aircraft hands-off and on-speed. Compare airspeed and AOA.

Onspeed AOA is approximately 136 KCAS at 44,000 lb gross weight

(max trap). Subtract (add) 1½ KCAS for each 1,000 lb decrease

(increase) in gross weight. Complete the landing checklist. When wings

level on downwind, descend to pattern altitude (600 ft AGL for the low

pattern). Ensure the ground track pointer is on the exact reciprocal of

runway heading.

To assist in achieving the desired abeam distance of 1.1 to 1.4 nm,

select the 10 nm scale on the HSI display. Select ship’s TCN and adjust

the course line to the BRC. On downwind fly to place the wingtip of the

HSI airplane symbol on the course line. Ensure the ground track pointer

is on the exact reciprocal of the BRC. Select ILS if desired and available.

[ ] Altitude 600 FT (RALT)

[ ] LDG checklist (CHK page) COMPLETE

[ ] Airspeed ON SPEED

[ ] ILS TUNED/ON (if desired)

[ ] TCN steering TUNED/ON (if desired)

[ ] ATC ENGAGE (if desired)

Approach auto throttle (ATC) may be engaged if desired. Approach

autothrottle, available in PA mode, will attempt to capture and

maintain proper landing AoA (8.1°) regardless of GW or attitude.

Approach auto throttle is not designed to operate in aggressive


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maneuvering flight. Aggressive attitude changes cannot be countered

quickly enough for predictable and consistent speed adjustments.

8.1.5 LANDING CHECKS

8.1.5.1 FINAL APPROACH When approximately abeam the LSO platform, Begin the 180° turn to

the final approach course. Coming off the 180, roll into 27 to 30° AOB

and lower the velocity vector approximately 1 to 2° below the horizon.

ATC will add power as the aircraft rolls into the turn. Reposition the

velocity vector to maintain 300 to 400 fpm rate of descent.

Passing through the 90, lower the velocity vector slightly to pick up a

400 to 500 fpm rate of descent. When the meatball is acquired:,

transmit “Call sign, BIGFOOT Ball or CLARA, fuel state (nearest 100 lb)

and AUTO” (if using ATC for approach).

[ ] REPORT CALL SIGN

BIGFOOT BALL OR CLARA

FUEL (to nearest 100 lbs)

AUTO (if ATC engaged)

8.1.5.2 GLIDE SLOPE

Rolling wings level in the groove,

lower the velocity vector further to

about 3°. Power corrections required

to adjust glideslope are made by

repositioning the velocity vector with

forward or aft stick inputs. For best

results, make small corrections in

velocity vector placement and be

smooth. Avoid large, rapid, cyclic stick

motion.

The technique for maintaining

glideslope is basically the same as

FCLP (Field Carrier Landing Practice)

except that more power may be


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required. Maintaining centerline will

most likely require more line-up

corrections due to the angled deck.

8.1.5.3 WAVEOFF

If the waveoff signal is received, select

MIL (MAX if required) and maintain

onspeed AOA with the E-bracket until

rate of descent is arrested. Best rate

of climb occurs at onspeed AOA

regardless of loading or configuration.

This requires slight back stick pressure

as the aircraft accelerates. If ATC is

engaged, immediately disengage ATC

or apply enough force to override ATC

while advancing the throttles to MIL or

MAX. Do not over-rotate.

8.1.5.4 ARRESTED LANDING

Fly an onspeed, on centerline,

centered-ball approach all the way to

touchdown, scanning the velocity

vector and e-bracket.

At touchdown -

[ ] THROTTLES MIL

When forward motion ceases -

[ ] THROTTLES IDLE

After a few seconds, the aircraft will

roll aft slightly.

[ ] BRAKES APPLY

[ ] HOOK handle UP

[ ] FLAPS switch AUTO

[ ] WINGFOLD switch FOLD

[ ] NWS ENGAGE/HI



8.2 SPECIAL PROCEDURES

8.2.1 FORMATION TAXI/TAKEOFF

During taxi, ensure adequate spacing is maintained between the lead's

stabilator and the wingman's wingtip/missile rail. All aspects of takeoff should

be prebriefed by the lead. This should include flap and steering setting (NWS

HI/LO, etc.), as well as the use of signals for gear, speedbrake and afterburner

operation. The leader will take position on the downwind side of the runway

with other aircraft in tactical order, maintaining normal parade bearing (right).

For three aircraft formations, line up with the lead on the downwind side,

number 2 on the centerline, and number 3 on the upwind side.

Wingtip/launch rail overlap should not be required but is permitted if

necessary. For four plane formations, line up with the lead’s section on the

downwind half of the runway and other section on the upwind half.

When Before Takeoff checks are completed and the flight is in position, each

pilot looks over the next aircraft to ensure the speed brake is retracted

(spoilers down), the flaps are set for takeoff, all panels are closed, no fluids

are leaking, safety pins are removed, rudders are toed-in, nosewheel is

straight, and the launch bar is up. Beginning with the last aircraft in the flight,

a “thumb up” is passed toward the lead to indicate “ready for takeoff”.


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8.2.1.1 SECTION TAKEOFF Engines are run up to approximately 80%, instruments checked, and

nosewheel steering low gain ensured. On signal from the leader, brakes are

released and throttles are advanced to military power minus 2% rpm. If

afterburner is desired, the leader may go into mid range burner immediately

without stopping at military power. Normal takeoff techniques should be used

by the leader, with the wingman striving to match the lead aircraft attitude as

well as maintain a position in parade bearing with wingtip separation. The

gear and flaps are retracted on signal. Turns into the wingman shall not be

made at altitudes less than 500 feet above ground level. When both sections

begin takeoff roll from the same point on the runway, the second section

must delay takeoff roll until 10 seconds after the first section starts the

takeoff roll. When 2000 feet of runway separation exists at the beginning of

takeoff roll, a 5 second delay instead of 10 seconds may be used

8.2.1.2 ABORTED TAKEOFF In the event of an aborted takeoff, the aircraft aborting must immediately

notify the other aircraft. The aircraft not aborting should add max power and

accelerate ahead and out of the way of the aborting aircraft. This allows the

aborting aircraft to steer to the center of the runway and engage the arresting

gear, if required.

8.2.2 AIR REFUELING (RECEIVER)

8.2.2.1 BEFORE PLUG-IN [ ] Airspeed 175-250 KCAS

[ ] Radar STBY/SILENT/EMCON


[ ] ALE-50 transmit power OFF (if deployed)

[ ] INTR WING switch NORM

[ ] EXT TANK switch(es) AS REQUIRED

[ ] Speedbrake switch RETRACT

[ ] PROBE switch EXTEND


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8.2.2.2 REFUELING TECHNIQUE When cleared to commence an approach and refueling checklists are

completed, assume a position 10 to 15 feet in trail of the drogue with the

refueling probe in line in both the horizontal and vertical reference planes.

Trim the aircraft in this stabilized approach position and insure that the tanker

(amber) ready light is on before attempting an approach. Select a reference

point on the tanker as a primary alignment guide during the approach phase;

secondarily, rely on peripheral vision of the drogue and hose. Increase power

to establish minimum closure rate on the drogue not to exceed 5 knots. An

excessive closure rate will cause a violent hose whip following contact and/or

increase the danger of structural damage to the aircraft in the event of

misalignment; too slow a closure rate results in the pilot fencing with the

drogue as it oscillates in close proximity to the aircraft nose. During the final

phase of the approach, the drogue has a tendency to move slightly upward

and to the right as it passes the nose of the receiver aircraft due to the

aircraft-drogue airstream interaction. Small corrections in the approach phase

are acceptable; however, if alignment is off in the final phase, it is best to

immediately retire to the initial approach position and commence another

approach, compensating for previous misalignment by adjusting the reference

point selected on the tanker. Make small lateral corrections with the rudder,

and vertical corrections with the stabilator. Avoid any corrections about the

longitudinal axis since such corrections cause probe displacement in both the

lateral and vertical reference planes.

8.2.2.3 MISSED APPROACH

If the receiver probe passes forward of the drogue basket without making

contact, initiate a missed approach immediately. If the probe impinges on the

rim of the basket and tips it, initiate a missed approach. A missed approach is

executed by reducing power and backing to the rear at a 3 to 5 knot opening

rate. By continuing an approach past the basket, a pilot might hook the probe

over the hose and/or permit the drogue to contact the receiver aircraft

fuselage. Either of these hazards require more skill to calmly unravel the hose

and drogue without causing further damage than to make another approach.

If the initial approach position is well in line with the drogue, the chance of

hooking the hose is diminished when last minute corrections are kept to a

minimum. After executing a missed approach, analyze previous misalignment

problems and apply positive corrections to avoid a hazardous tendency to

blindly stab at the drogue.


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8.2.2.4 DISENGAGEMENT

Disengagement from a successful contact is accomplished by reducing power

and backing out at a 3 to 5-knot separation rate maintaining the same relative

alignment on the tanker as upon engagement. The receiver probe separates

from the drogue coupling when the hose reaches full extension. When clear of

the drogue, place the refueling probe switch in the RETRACT position. Ensure

that the PROBE UNLK caution display is out before resuming normal flight

operations.

8.2.3 AIR REFUELING (TANKER)

8.2.3.1 BEFORE TAKEOFF [ ] STORE switch OFF

[ ] HOSE switch RETR

[ ] PWR switch OFF

[ ] Fuel TRANS switch OFF

[ ] REFUEL (lb delivered) RST

[ ] HOSE CUT switch SAFE/GUARD DOWN

8.2.3.2 DROGUE EXTENSION

[ ] PWR switch ON

[ ] Airspeed 175-250 KCAS

[ ] HOSE switch EXT

8.2.3.3 DELIVERY

[ ] DISPLAY switch SCH

[ ] SLEW switch AS REQUIRED

[ ] DISPLAY switch DEL

[ ] STORE switch TO

[ ] FUEL TRANS switch AUTO

8.2.3.4 DROGUE RETRACTION

[ ] TRANS switch OFF




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[ ] PWR switch OFF

Note the power switch will not halt fuel transfer if the hose is extended.

Power can only be removed from the ARS with a completely retracted hose

and TRANS in OFF.

8.2.3.5 BEFORE LANDING

[ ] STORE switch OFF


[ ] PWR switch OFF

[ ] TRANS switch OFF

8.2.4 SATS PROCEDURES

8.2.4.1 LANDING PATTERN

Approach the break point either individually or in echelon, parade formation,

at 250 KIAS. A 17 to 20 second break interval provides a 35 to 40 second

touchdown interval. The landing checklist (normal procedures tab) should be

completed and the aircraft should be at on-speed AOA/approach speed by the

180° position.

8.2.4.2 APPROACH

Plan for and execute an on-speed approach. Pay particular attention to

maintaining the proper airspeed and correct lineup.

8.2.4.3 WAVEOFF

To execute a waveoff, immediately add full power and maintain optimum

attitude. Make all waveoffs straight ahead until clear of the landing area.

8.2.4.4 ARRESTED LANDING

The aircraft should be on runway centerline at touchdown. Aircraft alignment

should be straight down the runway, with no drift. Upon touchdown, maintain

the throttle at the approach position. When arrestment is assured, retard the

throttle to idle. Allow the aircraft to roll back to permit the hook to disengage

from the pendant. When directed by the taxi director, apply both brakes to


291 Checklists

stop the rollback and raise the hook. If further rollback is directed, release

brakes and allow the aircraft to be pulled back until a brake signal is given.

Apply brakes judiciously to prevent the aircraft from tipping or rocking back.

8.2.4.5 BOLTER

Bolters are easily accomplished. Simultaneously apply full power and retract

the arresting gear hook. Smoothly rotate the aircraft to a lift-off attitude and

fly away.

8.2.5 HOT SEAT PROCEDURES

[ ] PARK BRK handle SET

[ ] NWS DISENGAGE

[ ] Left throttle OFF

[ ] Throttle friction MAX

[ ] Avionics AS DESIRED

8.2.6 ALERT SCRAMBLE

The alert/scramble aircraft shall be preflighted in accordance with normal

procedures every 4 hours or as local directives dictate. The pre-alert turn shall

consist of full Plane Captain checks and full systems checks. Minimum

requirements are

8.2.6.1 SETTING ALERT

[ ] Radar BIT status GO

[ ] COMM 1/2 SET LAUNCH FREQ

[ ] Launch T/O Trim SET

8.2.6.2 BEFORE SHUTDOWN

[ ] COMM 1/2 knobs ON

[ ] EMCON AS DESIRED

[ ] DDI/MPCD/HUD knobs ON

[ ] Thrust Lever MAX (MILITARY) ( F3)


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8.2.6.3 AFTER SHUTDOWN

[ ] External power CONNECT

[ ] EXT PWR switch RESET then NORM

[ ] GND PWR switches 1,2,3,4 OFF

[ ] BATT switch OFF

8.2.6.4 ALERT FIVE LAUNCH

[ ] GND PWR switches 1, 2, 3, 4 ON

[ ] BATT switch ON

[ ] APU switch ON (READY light < 30 sec)

[ ] R engine CRANK

[ ] L engine CRANK

[ ] FCS RESET button PUSH (RSET DDI advisory)

[ ] External electrical power DISCONNECT

[ ] DDI T.O. checklist (CHK page) COMPLETE



8.3 EMERGENCY PROCEDURES

8.3.1 GROUND EMERGENCIES

8.3.1.1 LOSS OF DC ESSENTIAL BUS With WonW and both GENs offline, the Essential Bus is powered by the battery through the

battery contactor. If the APU fails to start and APU accumulator pressure is assumed to be

present, then a DC bus failure may be responsible.

[ ] BATT switch CYCLE

[ ] Electrical RESET button PRESS

[ ] GEN switches CYCLE

8.3.1.2 ENGINE FAILS TO START If no EGT rise within 20 seconds after throttle advance or rpm stabilizes below IDLE:

[ ] Throttle affected engine OFF

[ ] Continue cranking for 3 minutes

[ ] ENG CRANK switch OFF

[ ] APU switch OFF

8.3.1.3 EMERGENCY EGRESS

The canopy may be opened electrically via the CANOPY switch on the right sill, or via the

CANOPY JETT handle on the left sill.

NOTE

The manual canopy crank is not operative in the VRS F/A-18.

[ ] Canopy OPEN BY ANY MEANS

Ensure that ground personal are clear prior to activating the CANOPY JETT handle.

[ ] Exit the cockpit

In the event the boarding ladder is not deployed, aircrew may: Jump from the LEX (8 ft drop),

slide down an extended TEF, or step down to an installed wing tank/store.


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8.3.2 GENERAL EMERGENCIES

8.3.2.1 WARNINGS, CAUTIONS, ADVISORIES

There are 3 general types of indications in the cockpit ranging from the most severe (warnings)

to benign (advisories).

8.3.2.2 WARNING LAMPS

Warning lamps are located to the left and right of the UFCD, just underneath the instrument

panel hood and above each DDI. Although some of the lamps share real estate with advisory

lamps, all are red in color.

NOTE: Shaded cells indicate a Pro-version-only feature which may be partially or fully disabled

in the Standard Edition of the VRS F/A-18.

WARNING DESCRIPTION ACTION

APU

FIRE

Warning Lamp

"APU Fire"

Voice Warning

1) Fire detected in APU bay.

2) The APU fire extinguishing

system will automatically activate

with WonW. Fuel to the APU is shut

off and the fire bottle is armed and

discharged into the bay. With

WoffW, the APU fire button must

be pressed on the right annunciator

panel.

INFLIGHT/GROUND -

[ ] APU FIRE lamp - PUSH

[ ] FIRE EXTGH lamp - PUSH

GROUND -

[ ] Throttles - OFF

[ ] Egress

LBAR

Red Warning Lamp

1) Launch bar position not

consistent with switch position.

2) Launch bar failed to retract.

DECK -

[ ] Suspend catapult launch

[ ] LAUNCH BAR switch - RETRACT

If LBAR fails to retract -

[ ] LBAR circuit breaker (VC only) -

PULL

LBLEED

or

RBLEED

Red Warning Lamp(s)

"Bleed Air Left/Right"

1) Bleed air leak detected in

indicated side.

2) Engine cranking.

2) FIRE TEST (A/B) switch(s)

If not cranking -

[ ] BLEED AIR knob affected side -

OFF

If lamp still on -

[ ] Throttle affected engine - OFF

[ ] Land ASAP


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Voice Warning activated. If AV AIR HOT caution -

[ ] Airspeed - <325 kts

[ ] ECS MODE switch - OFF/RAM

[ ] CABIN PRESS switch RAM/DUMP

FIRE (L/R)

Warning Lamp(s)

"Engine Fire Left/Right"

Voice Warning

1) Engine fire detected on indicated

side.

2) FIRE TEST (A/B) switch(s)

activated.

GROUND

[ ] Throttles - OFF

[ ] FIRE LAMP (affected engine) -

PRESS

[ ] FIRE EXTGH LAMP - PRESS

[ ] BATT switch - OFF

[ ] Egress

ON TAKEOFF

[ ] ABORT or Emergency Takeoff

INFLIGHT


[ ] FIRE LAMP (affected engine) -

PRESS

[ ] FIRE EXTGH LAMP - PRESS

[ ] HOOK Handle - DOWN

LDG GEAR

HANDLE

flashing or steady red

1) Landing gear in transit

2) Landing gear unsafe

4) Wheels warning (< 7500 FT, <

175 kt, > 250 FPM descent rate).

STEADY

[ ] Check Gear Down indications

FLASHING

[ ] LDG GEAR handle - DOWN (or

increase airspeed and/or altitude)

HOOK

Warning Lamp

1) Hook position does not agree

with handle position.

2) Hook not fully extended with

hook handle down.

3) Hook down with WonW.

INFLIGHT

If hook is in the UP position-

[ ] HOOK circuit breaker - PULL

If hook fails to extend-

[ ] Divert

If hook partially down

[ ] Attempt carrier landing

RALT

Flashing UFCD Warning

1) Aircraft is below the primary low

altitude warning (LAW) setting.

[ ] Climb above LAW

[ ] Reset LAW to a lower altitude

[ ] Disable LAW

SPN

Warning Lamp

1) SPIN switch in the RCVY position

Selection of the manual spin

recovery mode seriously degrades

recovery and controllability,

preventing recovery from any

[ ] SPIN switch - NORM

[ ] GUARD - DOWN


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departure.

THREAT

WARNING

INDICATION(S)

DESCRIPTION ACTION

AI

Warning Lamp

Airborne Interceptor.

The RWR has detected emissions

consistent with airborne attack

radar.

UNIMPLEMENTED

AAA

Red Warning Lamp


consistent with AAA fire control

radar.

Refer to tactical procedures.

CW

Red Warning Lamp


consistent with Command

Guidance radar. A missile is most

likely being guided toward the

aircraft (SAM launch in progress).


SAM

Red Warning Lamp

The RWR has detected Continuous

Wave emissions consistent with

ground-based AAW tracking radar.

A missile launch is most likely

imminent.


8.3.2.3 DDI CAUTIONS/CAUTION LAMPS

Cautions are normally indicated on the LDDI and are displayed in yellow 150% sized text

starting at the lower left of the display and filling to the right and up. If more than 9 cautions

are displayed, or the LDDI is off, the remaining cautions "spill over" to the right DDI. The

Master Caution lamp is illuminated whenever a caution is annunciated. Pressing the MASTER

CAUTION button will simultaneously extinguish the Master Caution lamp and resort all DDI

cautions.

In addition to the DDI cautions, a dedicated caution panel connected to the essential bus is

located on the right forward console. These general cautions are generally illuminated

simultaneously with DDI cautions, but are available even in the event of an MC1 or DC bus

failure or when generators are offline.

A number of aural cautions are annunciated either in conjunction with, or independently of

the visual cautions. These aural cautions are reserved for the most severe conditions including

GPWS.

MC1 is primarily responsible for the annunciation of cautions, advisories, and voice alerts. If


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MC1 is failed or off, MC2 will provide a limited number of backup cautions (CAUT DEGD).

CAUTION DESCRIPTION ACTION

ANTISKID

DDI Caution

1) ANTISKID switch off

2) ANTISKID failed continuous BIT.

Pro-only

APU ACCUM

DDI Caution

APU ACC

Caution Lamp

APU accumulator pressure below

2450 PSI.

The APU ACCUM caution should be

expected following APU start, and

will recharge automatically with

WonW as long as HYD 2B pressure

is available.

With WoffW, the accumulator will

discharge following APU start or

emergency IFR probe extension.

Following APU start/emergency

IFR extension -

[ ] HYD ISOL switch - ORIDE (until

caution ceases)

If caution remains-

[ ] HYD ISOL switch - NORM

[ ] Land ASAP.

ARS DROGUE

DDI Caution

ARS PWR switch is OFF with the

drogue/hose not fully retracted.

The ARS will remain powered

regardless of the switch position

until the hose is stowed or cut.


[ ] ARS PWR switch - ON

[ ] HOSE switch - CYCLE to EXT then

RETR

If caution remains-

[ ] ARS PWR switch - OFF

[ ] Obtain visual inspection.

If drogue appears stowed-

[ ] Land normally.

If drogue not retracting -

[ ] CUT switch - SELECT

If unsuccessful cut -

[ ] Field landing without

arrestment gear.

ASPJ DEGD

DDI Caution

The Airborne Self-Protection

Jammer has failed continuous BIT.

[ ] ASPJ IBIT - PERFORM

If caution still present-

[ ] ASPJ PWR - OFF

ASPJ OVRHT

DDI Caution


Jammer or related equipment is

overheating.

[ ] ECS Mode switch - CHECK


[ ] Airspeed - <350 KCAS

[ ] ASPJ PWR - OFF

ATC FAIL Autothrottle uncommented


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DDI Caution disconnect. ATC capability not

available.

1) FCC channel 2 or 4 failure.

2) Throttle handle split > 5°.

3) FLAP switch position change.

4) AoB > 70° in PA.

5) Gain ORIDE in PA.

6) PTS failure.

7) WonW.

8) Any engine status other than

NORM.

[ ] Control throttles manually until

disconnect condition ceases.

If GAIN ORIDE selected in

approach mode -

[ ] FCS RESET button - PRESS

ASPJ DEGD

DDI Caution

FCES

Caution Lamp


Jammer has failed continuous BIT.

[ ] ASPJ IBIT - PERFORM


[ ] ASPJ PWR - OFF

AV AIR HOT

DDI Caution

The avionic bay's temperature

sensor is reporting an overheat

condition.

If the overheat is not rectified,

powered avionic systems, including

the FCS may begin to overheat

and/or fail. Systems which have not

yet failed due to heat damage will

report OVRHT in BIT status checks.

If avionics cooling is restored either

through ECS, aft avionics cooling

fan, or emergency cooling fan prior

to failure, the system may return to

normal operation within

approximately 3 minutes.

Systems continue to be vulnerable

to failure even after the condition

ceases until nominal temperatures

are restored.

GROUND

[ ] ECS MODE switch - VERIFY

AUTO

If engine runup possible-

[ ] Either throttle - > 74% RPM

If caution remains after 3 minutes -

[ ] Do not takeoff.

If engine runup not possible -

[ ] APU switch - ON

[ ] BLEED AIR knob - AUG PULL

INFLIGHT

[ ] Affected systems - power OFF (if

possible).

[ ] Throttle - Maintain above IDLE


[ ] ECS MODE switch - MAN

If caution goes out -

[ ] Land ASAP.


[ ] Altitude - <25,000 FT

[ ] Airspeed <325 kts

[ ] ECS MODE switch - OFF/RAM

(emergency cooling)

[ ] AV COOL switch - EMERG


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(emergency FCS cooling)

BATT SW

DDI Caution

BATT SW

Caution Lamp

1) BATT switch is ON in the ground

in the absence of AC power (first

engine start). The battery is

depleting and the switch should be

placed OFF until APU start.

2) BATT switch is OFF inflight and

should be placed ON in order to

provide essential bus backup.

[ ] BATT switch - CONFIRM ON

BINGO

DDI Caution

"Bingo"

Voice Warning

Internal fuel levels below BINGO

setting.

[ ] Adjust BINGO setting (EFD).

BRK ACCUM

DDI Caution

Brake accumulator pressure below

200 PSI.

Unlike APU accumulator pressure,

low brake accumulator pressure is

not normal in flight.

GROUND

[ ] Ensure the right engine (HYD 2 is

started prior to the left engine

before attempting to use NWS or

braking.

INFLIGHT

[ ] BRK PRESS gauge - CHECK

[ ] HYD ISOL switch- OVRD

[ ] Extend landing gear ASAP.

[ ] Consider short field arrested

landing.

CANOPY

DDI Caution

Canopy is not down and locked. GROUND

[ ] Maintain ground speed under

60 kts

[ ] CANOPY switch - DOWN

INFLIGHT

[ ] Slow below 300KTS

[ ] Altitude below 25,000

[ ] CANOPY PRESS switch -

RAM/DUMP

[ ] CANOPY switch - DOWN

[ ] CANOPY PRESS switch - NORM

If caution remains -

[ ] Land ASAP.

P CAS

R CAS

Y CAS

FCS rate/acceleration sensing

degraded in the indicated axis.

Complete FCS caution procedures -

P CAS

[ ] Make smooth lateral inputs


300 Checklists

DDI Caution

FCES

Caution Lamp

"Flight Controls"

Voice Warning

only.

R CAS

[ ] Limit pedal inputs to half throw.

Y CAS

[ ] Make smooth lateral inputs

only.

[ ] Limit pedal inputs to half throw.

CAUT DEGD

DDI Caution

MC1 is down and backup cautions

are being provided by MC2.

Cautions are limited to: MC1, HYD

1A, HYD 1B, HYD 2A, HYD 2B and

AUTOPILOT

[ ] SDC - RESET (FUEL page)

[ ] MC1 switch - CYCLE

If caution remains

[ ] Land ASAP.

CK SEAT

DDI Caution

CK SEAT

Caution Lamp

The ejection seat is not armed with

WonW and both throttles advanced

beyond 27% THA,

[ ] SEAT OVERRIDE handle - DOWN

[ ] SAFE/ARM lever - ARMED

CK TRIM

DDI Caution

Trim is not set for takeoff with


beyond 27% THA.

Caution annunciates when trim is

less than 3.5 degrees with the

launch bar UP, or 6.5 degrees with

the launch bar DOWN.

[ ] T/O Trim button - PRESS

[ ] CONFIRM trim advisory

If carrier based-

[ ] Make final trim adjustments for

catapult launch (carrier procedures)

CK FLAPS

DDI Caution

Flaps are not set for takeoff with


beyond 27% THA.

Caution annunciates when the flaps

are in AUTO with the launch bar up

(field takeoff), or flaps are not FULL

with the launch bar down (carrier

takeoff).

If shore based-

[ ] FLAP switch - HALF

If carrier based-

[ ] FLAP switch - FULL

L DC FAIL

R DC FAIL

DDI Caution(s)

The left/right 28 vdc bus has failed.

The affected FCC channels are

powered by the essential bus, but

one level of redundancy is lost.

[ ] Electrical RESET button - PRESS

If caution clears -

[ ] Resume normal operation.


[ ] Land ASAP.

DECOY

DDI Caution

The left/right 28 vdc bus has failed.



301 Checklists

The affected FCC channels are

powered by the essential bus, but

one level of redundancy is lost.

If caution clears -

[ ] Resume normal operation.


[ ] Land ASAP.

DUMP OPEN

DDI Caution

Dump valve open with DUMP

switch OFF.

Fuel dump valve may be open

despite being commanded closed.

[ ] DUMP switch - CYCLE

[ ] BINGO setting - set higher than

internal fuel qty.

[ ] INTR WING switch - INHIBIT

If ext fuel remaining-

[ ] EXT TANK switches - STOP

[ ] Land ASAP.

L ENG

R ENG

DDI Caution(s)

"Engine Left/Right"

Voice Warning

Abnormal engine condition due to

a failure in the engine control

system. Failures result in a change

in ENG STATUS (ENG page) as

follows:

a. PERF90 - 10% or less thrust loss.

b. AB FAIL - No afterburner

capability, thrust limited to ~87%.

c. THRUST - Thrust limited to

between 40% and 87%,

d. IDLE - Thrust limited to IDLE.

e. SHUTDN -Engine automatically

shutdown.

GROUND

[ ] Do not takeoff.

INFLIGHT

[ ] ENG format - determine extent.

If PERF90, AB FAIL, THRUST or IDLE

-

[ ] Land ASAP.

If SHUTDN


If caution clears -

[ ] Restart affected engine.

[ ] Resume normal operations.

EXT TANK

DDI Caution

1) External tank(s) are pressurized

with WonW (EXT TANK switch(es)

in ORIDE)

2) External tanks are over

pressurized with WoffW.

GROUND

[ ] EXT TANK switch(es) - VERIFY

NORM


[ ] Do not takeoff.

INFLIGHT -

[ ] EXT TANK switch(es) - STOP

(when EXT transfer complete)

FC AIR DAT

DDI Caution

1) Pitot failure or blockage or

disagreement between left and

right probes.

2) Static pressure failure.

With PTS degradation, HUD

airspeed may be in error or

If PTS X'd in channels 1 - 4-

[ ] ANTI-ICE PITOT switch - ON.

If X's still present -

[ ] Slow below 350KTS (approx 6°-

7° AOA).

For landing-

[ ] LDG GEAR handle - DN

[ ] FLAP switch - HALF/FULL

[ ] Fly straight-in approach.


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blanked. HUD altitude may be in

error or blanked, vertical velocity

may be blanked.

[ ] Fly onspeed AOA to touchdown

(ATC not available)

FCS

DDI Caution

FCES

Caution Lamp

"Flight Controls"

Voice Warning

Initial FCS/FCES caution

procedures.

An FCS/FCES related caution/failure

has occurred.

The FCS page displays a series of X's

to identify the location and type of

failure. For FCS components.

FCS RESET attempts to clear the

FCS caution whether or not the

reset was successful. RSET advisory

will appear following an attempt,

and all X's will be cleared

momentarily. If X's reappear, the

failure/degradation indication is

most likely valid.

The FCS REST function does not

repair failures. It merely restores

affected systems and clears failure

indications IF the affected systems

are no longer failed.

[ ] Cease maneuvering.

[ ] Decelerate below 350 kts.

[ ] FCS format - SELECT and identify

failure

[ ] FCS RESET button - PUSH

If no Xs remain -

[ ] Continue normal operations.

If no more than 1 X remains in any

row -

[ ] Land ASAP

If more than 1 X remains in any

row -

[ ] Airspeed - 200-300 kts in UA.

[ ] AoA below 10° in UA/onspeed in

PA.

[ ] 2G maximum.

[ ] Half lateral stick maximum.

[ ] perform controllability check at

safe altitude.


[ ] Land ASAP.

FCS HOT

DDI Caution

FCS HOT

Caution Lamp

"Flight Computer Hot"

Voice Warning

FCC over-temp detected.

The FCCs must be constantly cooled

and can only operate for a short

time if an overheat condition exists.

Placing the AV COOL switch to

EMERG will deploy the emergency

ram air cooling scoop.

If airspeed is not maintained below

325 kts with AV COOL in EMERG,

ram air may actually cause

components to heat more rapidly

due to skin friction heating.

[ ] ECS MODE switch - CONFIRM

AUTO

If condition persists -

[ ] Airspeed - < 350 kts.

[ ] AV COOL switch - EMERG

[ ] Land ASAP.


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L FLAMEOUT

R FLAMEOUT

DDI Caution

"Engine Left/Right"

Voice Warning

Designated engine flamed out.

If throttle is at or above IDLE and

RPM above 12%, the FADEC will

automatically attempt a restart of

the affected engine.

If both engines fail, both generators

drop offline when RPM decays

below 60%. With both generators

offline, the standby instruments

must be used. The EFD running on

the maintenance bus, will only

display RPM and EGT. The PMGs

will continue to supply power to

the FCS down to approximately

20% N2.

DUAL ENGINE FLAMEOUT-

[ ] Throttles - MAX

[ ] Lower the nose to maintain

RPM.

If no automatic relight

approaching 10,000 FT -

[ ] Airspeed - <250 kts.

[ ] APU switch - ON (ready light)

[ ] ENG CRANK switch - R/L

If restart unsuccessful -

[ ] EJECT

SINGLE ENGINE FLAMEOUT-

[ ] Throttle affected engine - IDLE

If RPM still decreasing -


If cause known -

[ ] Refer to engine restart

procedures.

If cause unknown -

[ ] Do not restart engine.

[ ] Refer to single engine landing

procedures.

FLAPS OFF

DDI Caution

FCES

Caution Lamp

"Flight Controls"

Voice Warning

1) LEF and/or TEF inoperative.

2) Speedbrake function disabled;

autopilot inop; ATC inop (TEF fail).

LEF FAILURE

LEF failures may be caused by an

FCS 2-channel failure or by HYD

circuit failure. If a LEF actuator is

shutdown, the failed surface is

locked in its current position. The

opposite LEF is held frozen by the

FCCs except for differential control

in UA. In UA, aileron droop is set to

zero, and TEFs are also held fixed in

their current position except for UA

differential operation.

In PA, TEFs and aileron droop

schedule normally according to

FLAP switch position. If AUTO is

Complete FCS caution procedures-

LEF FAILURE -

[ ] Perform controllability check at

safe altitude.




TEF FAILURE -

[ ] Perform controllability check at

safe altitude.

[ ] Adjust gross weight to minimum

practical.

[ ] Calculate expected approach

speed.

For landing-


[ ] FLAP switch - FULL


[ ] Fly 10° - 12° AOA to touchdown


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selected after HALF or FULL, the

TEFs only retract for loads

alleviation (no higher than

approximately 17° TED at flap auto

retract).

TEF FAILURE

TEF failures may be caused by a 4

channel failure or by a dual HYD

1A/2B circuit failure. TEF actuators

continue to operate following 3

channel failures. If a TEF actuator is

shutdown, the surface is

hydraulically or aerodynamically

driven to 5° TED and locked. The

opposite TEF is also driven to 5°

TED and locked to prevent

asymmetry. In PA, both TEFs

remain locked 5° TED, but aileron

droop schedules normally with

FLAP switch position. With both

TEFs locked at 5° TED, drag is

significantly reduced, approach

speeds are significantly higher, and

onspeed power settings are near

IDLE. A 10° to 11° AOA approach

may be required to attain

acceptable approach speeds.

Aircraft attitude is more nose-up,

and field of view over the nose is

reduced. Approach speeds may be

in excess of nose tire speed (195

KGS) or main tire speed (210 KGS).

(if required).

FLAP SCHED

DDI Caution

FCES

Caution Lamp

Flaps not scheduling properly due

to pitot-static failure.

Caution is inhibited in PA.

For a loss of air data, the FLAP

SCHED caution, multiple X'd PTS

channels (FCS page), FCS caution,

wheels warning tone, and FC AIR

Complete FCS caution procedures-

If PTS X'd in channels 1 - 4-

[ ] ANTI-ICE PITOT switch - ON.

If X's still present -

[ ] Slow below 350KTS (approx 6°-

7° AOA).

For landing-




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DAT cautions may also annunciate.

The the caution was caused by

static pressure loss, HUD displayed

altitude and vertical velocity are

blanked. If the caution was due to

loss of total pressure, HUD

displayed Mach and airspeed may

also blank.

Flaps will be driven to fixed values

based on the position of the FLAPS

switch, regardless of airspeed or

altitude (scheduling is disabled).

This will leave the flaps vulnerable

to blowout damage. Always ensure

airspeed is below approximately

180 kts by maintaining AOA

between approximately 6° - 7°

before deploying flaps.



(ATC not available)

FUEL LO

DDI Caution

FUEL LO

Caution Lamp

"Fuel low"

Voice Warning

Fuel level in either feed tank is

1125 lb or less.

The fuel low level sensor is

independent of fuel quantity

indication. If the FUEL LO caution

remains (non-transient), aircrew

should assume at least one feed

tank is below 1,125 lb regardless of

level indication.

[ ] FPAS page - obtain best Mach

number.

[ ] Throttles - reduce speed to best

Mach.

[ ] FUEL page - check for fuel

transfer failure indications.

[ ] Land ASAP.

FUEL XFER

DDI Caution

1) Internal wing tank asymmetry

exceeds 350 lbs.

2) Tanks 1 and 4 are not scheduling

properly.

Wing transfer failures are usually

related to valve failure. If one tank

fails to transfer, the other is

commanded to stop transferring

[ ] FUEL page - Confirm imbalance

in wing or transfer tanks.

If wing asymmetry greater than

350 lb-

[ ] Monitor wing transfer.

[ ] Roll heavy wing up 5°.

If one wing still fails to transfer, or

if either wing is below 200 lb -


[ ] In preparation for landing,


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when the imbalance exceeds 200

lb.

With transfer tanks, when tank 4 is

near full, the FUEL XFER caution is

set when tank 1 drops below 400-

500 lb.

recalculate lateral asymmetry.

[ ] Land ASAP.

If tank 1 empty and tank 4 full -


[ ] Monitor tanks 1/4 transfer.

[ ] Land ASAP.

G-LIM 7.5

DDI Caution

"Flight Controls"

Voice Warning

Nz REF set to 7.5 g regardless of

aircraft gross weight.

The g-limiter will not prevent an

over-stress at gross weights above

42,097 lb. Above that weight, the

aircrew must limit g manually.

Limit g to the following:-

GW (lb) Acceleration (g)

42,097 -3.0 to +7.5

45,000 -2.8 to +7.0

50,000 -2.5 to +6.3

55,000 -2.3 to +5.7

60,000 -2.1 to +5.2

66,000 -1.9 to +4.7

G-LIM OVRD

DDI Caution

"Flight Controls"

Voice Warning

G-limiter overridden. The g

override is selected by pressing the

paddle switch with WoffW and the

stick near fully aft. Allows

approximately 10 g command at

7.5 g (Nz-REF)

Pro Only

[ ] Return stick to neutral.

L GEN

R GEN

DDI Cautions

L/R GEN

Caution Lamps

Primary ac generator on the

designated side is off line.

SINGLE GEN FAILURE

Any single generator is capable of

powering the entire electrical bus

of the aircraft.

DUAL GEN FAILURE

Primary indication: Loss of all

displays. The EFD only displays RPM

and EGT. Standby instruments

operable. The FCCs will continue to

operate indefinitely off of the PMG

essential bus as long as at least one

engine is operating above 60%

RPM. If both engines are also inop,

the FCCs will operate off the

battery as long as the BATT switch

is ON and remaining voltage is

above 24 vdc.

SINGLE GEN FAILURE

[ ] GEN switch - CYCLE (affected

side).

If GEN fails to reset-


If GEN still inop -

[ ] GEN switch - OFF

[ ] Land ASAP.

DUAL GEN FAILURE

[ ] Descend below 10,000 ft.

[ ] RADAR knob - OFF


If either GEN back online-

[ ] FCS RESET button - PRESS

If either GEN fails to reset-

[ ] GEN switches - CYCLE

If both GENs still inop -

[ ] GEN switches - OFF

[ ] BATT switch - CONFIRM ON

[ ] GEN TIE - CONFIRM no caution.


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[ ] Land Immediately.

If immediate landing not possible -

[ ] Slow below 250 kts (standby

ASI).

[ ] Prepare for a controlled

ejection.

HOME FUEL

DDI Caution

With a valid flight plan loaded,

FPAS calculated fuel remaining to

the selected HOME waypoint (FPAS

page) is 2,000 lb or less.

The HOME FUEL caution is disabled

with WonW or with the IFR probe

extended.

[ ] Change HOME waypoint and/or

reduce fuel consumption.

HYD 1A

DDI Caution

HYD circuit 1A pressure low (<

1,400 psi).

There is no effect on system

operations for a single HYD 1A

failure (no other circuits down).

[ ] Airspeed < 380 kts

If right aileron X’s -

[ ] FCS RESET - PRESS

If flight surfaces not restored -

[ ] Refer to appropriate

FCS procedures.

HYD 1B

DDI Caution


1,400 psi).

There is no effect on system

operations for a single HYD 1B

failure (no other circuits down).


If left rudder or left LEF Xs'-




FCS procedures.

HYD 2A

DDI Caution


1,400 psi).

Normal NWS lost, normal braking

including anti-skid lost, IFR probe

retraction/normal extension lost,

and

launch bar extension lost.


If right LEF X’s -




FCS procedures.

[ ] Probe switch - EMERG EXTD (if

required)

[ ] Make an arrested landing (if

possible)

If arrested landing not possible -

[ ] Make normal landing


308 Checklists

[ ] Consider paddle switch - PRESS

after touchdown

to preserve APU ACCUM pressure

for

slow-speed NWS.

HYD 2B

DDI Caution

HYD circuit 2B pressure low (<

1,400 psi).

Normal NWS lost, normal braking

including anti-skid lost, IFR probe

retraction/normal extension lost,

and

launch bar extension lost.


If right rudder or left aileron X’s -




FCS procedures.

[ ] Probe switch - EMERG EXTD (if

required)

[ ] Make an arrested landing (if

possible)

If arrested landing not possible -


[ ] Consider paddle switch - PRESS

after touchdown

to preserve APU ACCUM pressure

for

slow-speed NWS.

IFF OVRHT

DDI Caution

IFF overheat detected. [ ] IFF POWER button (UFCD) - OFF.

If accompanied by AV AIR HOT

caution -

[ ] Follow AV AIR HOT procedures.

INLET ICE

DDI Caution

Icing conditions detected on left

engine inlet sensor.

[ ] ENG ANTI ICE switch - ON

[ ] PITOT ANTI ICE switch - ON

When clear of icing conditions -

[ ] ENG ANTI ICE switch - OFF

LADDER

DDI Caution

Boarding ladder partially or fully

deployed.

INFLIGHT -

[ ] Reduce airspeed to minimum

practical.

[ ] Obtain visual inspecxtion if

possible.

[ ] Land ASAP.

MC1

DDI Caution

Mission computer 1 failed or OFF.

With MC1 failed, the only cautions

INFLIGHT -

[ ] Use no more than 1/2 lateral

stick with tanks or


309 Checklists

available are provided by MC2

backup:

MC 1, HYD 1A, HYD 1B, HYD 2A,

HYD 2B, NO RATS, and AUTO PILOT.

G-Limiter defaults

to 7.5 g, even though the G-LIM

7.5G caution is not displayed.

Autopilot INOP.

A/G stores on the wings.

[ ] Refer to G-LIM 7.5G procedure.

[ ] Land ASAP.

MC2

DDI Caution

Mission computer 2 failed or OFF.

Weapons INOP.

INFLIGHT -

[ ] Land ASAP.

NO RATS

DDI Caution

Reduced Authority Thrust System

(RATS) not

available.

INFLIGHT -

[ ] Cycle gear and hook.


[ ] Advise carrier of NO RATS

condition.

Ship should increase wind-over-

deck (WOD).

If required WOD not available -

[ ] Reduce weight to permit

recovery with available WOD.

If carrier recovery not possible -

[ ] Divert.

NWS

DDI Caution

1) Nosewheel steering failure.

2) Nosewheel steering disengaged.

INFLIGHT -

[ ] Make arrested landing if

possible.

GROUND -

[ ] NWS CYCLE.


[ ] Do not take off.

L OIL PR

R OIL PR

DDI Caution

"Engine Left/Right"

Voice Warning

Designated engine oil pressure out

of limits.

INFLIGHT -




[ ] resart for landing.

L OVRSPD

R OVRSPD

DDI Caution

"Engine Left/Right"

Designated fan or compressor RPM

high.

INFLIGHT -


[ ] ENG format - monitor RPM

If 108% N1 or 104% N2 rpm

exceeded -


310 Checklists

Voice Warning [ ] Throttle affected engine - OFF

P BRAKE

DDI Caution

Parking brake still set when throttle

are advanced.

[ ] Park brake handle - RELEASE

PROBE UNLK

DDI Caution

Refueling probe not fully retracted

and locked with PROBE switch in

RETRACT.


[ ] PROBE switch - CYCLE

RIG

DDI Caution

In the VRS F/A-18E, this caution

indicates FS9's General Realism not

set to maximum.

Unless realism is set to high, the

VRS F/A-18E's flight dynamics WILL

be incorrectly

[ ] General Realism (FS9 settings) -

MAX.

[ ] PROBE switch - CYCLE

VOICE/AUR

DDI Caution

Voice alert or master caution aural

tones INOP.

Can be triggered by MC1 INOP or

CSC failure.

[ ] CSC BIT status - CHECK

WING UNLK

DDI Caution

Wings not fully spread and locked

(beercans down).

Ensure the WINGFOLD switch is in

the SPREAD position during takeoff

checks. If the wings are

commanded to unlock or fold

during a catapult shot, the wings

unlock, the ailerons fair, the wings

may fold partially, and the aircraft

will settle.

[ ] WINGFOLD switch - CHECK

SPREAD

2.3 DDI ADVISORIES

Advisories are informational indications displayed starting on the lower left of the LDDI. If the LDDI is

OFF or failed, advisories will be displayed on the RDDI. Advisories are preceeded by an informational

tone of medium pitch.

NOTE: Shaded cells indicate a Pro-version-only feature which may be partially or fully disabled in the

Standard Edition of the VRS F/A-18.

ADVISORY DESCRIPTION ACTION


311 Checklists

AB LIM The FADEC afterburner limiting

function is engaged.

The AB LIM function is used during

MAX power catapult launches only.

AB LIM limits engine power to half

afterburner with the throttles at

MAX. AB LIM is disabled with an

FCC Ch 2 or 4, MC1, FADEC, or INS

failure.

Informational

BALT Autopilot barometric altitude hold

mode engaged.

Informational

BIT Built-In-Test failure/degredation

detected.

[ ] BIT format - CHECK

CPLD Autopilot coupled to WPT, OAP,

SEQ, or

TCN.

Informational

DBAD ALE-47 dispenser fauilure. Informational

FQTY Failure in fuel quantity gaging

system that may affect fuel

quantity indications or FUEL XFER

caution display.

Informational

FPAH Autopilot Flight Path Angle Hold

mode engaged.

Informational

GSEL Autopilot Ground Track Select

mode engaged.

Informational

GTRK Autopilot Ground Track hold mode

engaged.

Informational

HDG Autopilot Heading Hold mode

engaged.

Informational

LHEAT

RHEAT

Designated engine anti-ice system

is operating.

Informational

HOSE With ARS Control Panel Power

switch ON:

• Drogue deployed for normal

refueling (wet or

dry).

• Hose reel has failed to secure

hose.

With ARS Control Panel Power

switch OFF, the ARS DROGUE

caution message is displayed..

If ARS switch ON and drogue

deployed -

Information

If ARS switch ON and hose not

secured -

[ ] Hose EXT/RETR switch -

CONFIRM

RETR

If drogue still does not retract -

[ ] Refer to ARS DROGUE caution.


312 Checklists

HSEL Autopilot Heading Select mode

engaged.

Informational

LAND FCS GAIN switch in ORIDE with

FLAP switch in HALF or FULL.

Informational

RALT Autopilot Radar Altitude Hold mode

engaged.

Informational

8.3.3 TAKEOFF EMERGENCIES

8.3.3.1 EMERGENCY CATAPULT FLYAWAY

After catapult launch, several emergencies may cause the aircraft to settle, i.e. soft catapult,

AB blowout, degraded engine performance, single engine total loss of thrust, etc. If settling

cannot be stopped immediately, it is necessary to eject without delay. Priorities during

emergency catapult flyaway are to establish control of the aircraft, arrest aircraft settle, and

accelerate for climbout.

If flyaway airspeed available –

[ ] Throttles MAX

[ ] Rudder FULL AGAINST

ROLL/YAW

[ ] EMERG JETT button PUSH

[ ] Maintain 10°-12° pitch with waterline

[ ] Do not exceed 14° AoA (AoA Tone)

[ ] Do not exceed 1/2 lateral stick

If out of control or still settling –

[ ] EJECT

If under control and settle stoped –

[ ] Accelerate to onspeed (8.1°) AoA

If operating on a single engine (i.e FOD on launch), lateral control may be lost or degraded if

AoA exceeds 14°. Do not move the FLAP switch from the FULL position, as flap retraction

increases aircraft settle.


313 Checklists

8.3.3.2 ABORTED TAKEOFF

Several emergency situations may require the use of Aborted Takeoff Procedures: The decision

to abort or execute an emergency takeoff depends on the nature and severity of the

emergency.

[ ] Throttles IDLE

[ ] Brakes APPLY FULL

[ ] STICK AFT (if required)

[ ] HOOK handle DOWN (if required)

8.3.3.3 EMERGENCY TAKEOFF

Several emergency situations may require the use of Emergency Takeoff Procedures: The

decision to abort or execute an emergency takeoff depends on the nature and severity of the

emergency.

[ ] Throttles MIL/MAX (if

required)

[ ] Maintain onspeed AoA (8.1°)

[ ] EMERG JETT button PUSH (if required)

8.3.3.4 LOSS OF DIRECTIONAL CONTROL DURING TAKEOFF/LANDING A directional control problem on takeoff or landing may be caused by a NWS or brake failure.

These failures may be compounded by wet or icy runways, crosswinds, hydroplaning, or single-

engine operation. Your decision is crucial to the success of the takeoff or landing depending on

your speed at the time the problem is encountered, the stopping distance required if landing,

and the availability of arresting gear.

If decision to take off is made –

[ ] Execute Emergency Takeoff Procedure

If decision to stop is made –

[ ] Throttles IDLE

If NWS failure suspected –

[ ] Paddle switch PRESS

If directional control problem remains –

[ ] NWS ENGAGE (centered


314 Checklists

rudder)

[ ] EMERG BRAKE handle PULL (brakes

released)

[ ] Use judicious braking

[ ] HOOK handle DOWN (if required)

8.3.3.5 LANDING GEAR FAILS TO RETRACT

If landing gear warning light and warning tone on with the LDG GEAR handle UP –

[ ] LG circuit breaker CHECK IN

[ ] LDG GEAR handle DN (do not cycle)

If three down and locked indications –

[ ] Land as soon as practical

8.3.4 INFLIGHT EMERGENCIES

4.1 AFTERBURNER FAILURE

Afterburner failure can be recognized by failure of the nozzle to open (EFD display), which may

be the only apparent symptom other than lack of expected thrust levels. The afterburner

continuously receives ignition above MIL power. If an afterburner does not light or blows out,

reduce the throttle to MIL and reselect afterburner. If an afterburner fails to light on

subsequent attempts, maintenance action is most likely required.

4.2 EMERGENCY RESTART

There are 3 methods of restarting an engine in flight listed in order of

desirability.

Attempting to restart an engine that has failed for no apparent reason (i.e. low AoA/high

airspeed and no apparent FOD) may result in engine bay fuel leak/fire.

8.3.4.1 WINDMILL START

The FADEC will automatically attempt to restart any engine in which a

flameout is detected, as long as throttle for the affected engine is IDLE


315 Checklists

or above and at least 12% RPM is available. Automatic restarts are the

fastest and most reliable method for airborne engine restart.

[ ] Throttle affected engine IDLE OR ABOVE

8.3.4.2 CROSSBLEED START

If the affected engine has decayed below 12% N1 and/or cannot achieve

it, a crossbleed start may be attempted. In order for the opposite engine

to supply enough bleed air to start the affected engine, the good engine

must be throttled to a minimum of 80% N2 RPM. Crossbleed starts may

not be possible above 25,000 FT. Refer to chart A, below for the typical

restart envelope.

[ ] Throttle opposite engine ABOVE 80% N2

[ ] BLEED AIR knob OPPOSITE

ENG/NORM

[ ] CRANK switch L(R) (affected engine)

After ignition -


Chart A

8.3.4.3 AIRBORNE APU START

The final and least desirable method for airborne restart is via the APU,

but may be unavoidable if airspeed is insufficient or in the event of a


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dual engine failure. The APU restart envelope is rather small; Airspeed

must be under 250 kts and altitude under 10,000 ft.

Since APU accumulator pressure must be used to start the APU, the HYD

Aft Isolation valve should be opened in order to allow HYD 2B to fully

charged the accumulator WoffW.

APU restart should not be attempted except as a last resort. Due to the various risk factors in

airborne APU operation, the unit should be shut down immediately after ignition of the

affected engine.

[ ] Throttle affected engine IDLE OR ABOVE

[ ] BLEED AIR knob OPPOSITE

ENG/NORM

[ ] HYD ISOL OVRD switch OVERRIDE

[ ] Wait approximately 10 seconds (if prudent)

[ ] APU switch ON

[ ] APU lamp VERIFY GREEN

[ ] CRANK switch L(R) (affected engine)

After ignition -

[ ] APU switch OFF

Chart B

8.3.4.4 DOUBLE TRANSFORMER FAILURE

Failure of both transformer-rectifiers (TRs) will produce a loss of the


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HUD (but not other displays), bleed air including cockpit

airflow/pressurization, and loss of othe equipment relying on the main

DC busses. NOTE: the BATT SW caution light should be out.

During a dual TR failure, time is not critical, and Essential Bus equipment

need not be turned off. Equipment requiring AC power is not effected

and does not need to be switched off.

[ ] BATT SW caution light CONFIRM OUT

[ ] Maintain altitude below 10,000 feet

[ ] Electrical RESET button PRESS

[ ] Land as soon as practical

For landing –

[ ] Make a short field arrestment (if available)

[ ] Use emergency brakes with steady brake pressure (do not pump).

4.7 HYDRAULIC FAILURES

Hydraulic failures are indicated by the HYD 1A, 1B, 2A, and 2B circuit

cautions. The effects of losing one or more HYD circuits can be seen by

analyzing the flow diagram below.


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In general, a failure of any 2 circuits will have no impact on flying qualities. As circuits begin to

degrade further, performance can range from sluggish to uncontralable. Refer to operations

manual for further explanation of specific HYD cuations.

8.3.4.5 COCKPIT TEMPERATURE HIGH OR AV AIR HOT CAUTION

Hot cockpit airflow may be caused by an ECS control failure or a valve failure.

In ECS MAN mode, cockpit temperature can reach 190°F, if the cockpit flow valve is stuck full

open.


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[ ] CABIN TEMP knob FULL COLD

If temperature remains high –

[ ] ECS MODE switch MAN

If temperature still high –

[ ] Maintain altitude below 25,000 feet.

[ ] CABIN PRESS switch RAM/DUMP

If temperature not reduced –

[ ] BLEED AIR knob OFF (do not cycle)

[ ] Maintain altitude below 10,000 ft.

[ ] Maintain airspeed below 325 KCAS (300-325 KCAS optimum)

[ ] ECS MODE switch OFF/RA

M

[ ] AV COOL switch EMERG

If AV AIR HOT caution appears OR aft avionics cooling fan disabled –

[ ] Non-essential avionics equipment OFF

[ ] Land as soon as possible

If the aft avionics cooling fan has been disabled, the OFF/RAM position of the ECS MODE

switch will not energize the aft avionics cooling fan. If this situation occurs, only the following

essential avionics receive adequate cooling: FCC A, and the right transformer-rectifier. All

other avionics systems are susceptible to failure or shutdown due to heat. Ambient

temperature significantly influences the rate at which avionics systems fail.

8.3.4.6 DISPLAY MALFUNCTION

If a display malfunctions, cycle power to attempt to restore normal

functioning. If a display continues to malfunction, turn if off to prevent

an overheat.

[ ] BIT Format CHECK

[ ] Affected systems(s) POWER OFF

8.3.4.7 OUT OF CONTROL FLIGHT


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If a display malfunctions, cycle power to attempt to restore normal

functioning. If a display continues to malfunction, turn if off to prevent

an overheat.

Selection of manual spin recovery mode (SPIN switch in RCVY) seriously degrades

controllability, will prevent recovery from any departure or spin, and is prohibited (Pro-only

feature)

Recovery Procedures –

[ ] Controls. RELEASE ALL

[ ] SPEEDBRAKE IN

If still out of control –

[ ] Throttles IDLE

[ ] Altitude, AOA, airspeed, and yaw rate CHECK

If command arrow present –

[ ] Lateral stick FULL INTO ARROW

When command arrow removed –

[ ] Lateral stick NEUTRAL

When recovery indicated by YAW rate tone removed, side forces

subsided, and airspeed accelerating above 180 knots –

[ ] Recover

Failure to ensure all criteria are met may result in departure during recovery.

Passing 6,000 ft. AGL, dive recovery not initiated –

[ ] EJECT

Post departure dive recovery initiated below 6,000 ft. AGL is not assured. Delaying the

ejection decision below 6,000 ft. AGL while departed may result in unsuccessful ejection.

Post Departure Dive Recovery –

[ ] One-g roll to the nearest horizon


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[ ] Throttles MAX (MIL if alt not

critical)

[ ] Pull to and maintain 25° to 35° AOA until positive ROC established

A positive rate of climb requires wings level pitch attitude (waterline) greater than indicated

AOA.

If aircraft departs during dive recovery below 6,000 ft. AGL –

[ ] EJECT

8.3.4.8 CONTROLABILITY CHECK

REQUIREMENT: Malfunction, failure, or damage, which degrades approach and landing

characteristics.

PURPOSE: Determine if attempting approach or controlled ejection, safe landing configuration,

and safe final approach airspeed/AOA.

[ ] Climb/maintain a safe altitude 5000-15000 ft AGL as

practical.

[ ] Visual inspection If necessary/possible.

[ ] Check emergency procedure limits AOA, airspeed, etc.

[ ] Plan LDG GEAR extension

Distance from field

(consider fuel, stores

remaining, etc.)

[ ] Plan FLAPS extension

Decide timing of and

setting required

(field/CV).

[ ] SEL JETT To maintain

symmetry.

[ ] GEAR

DN (access

controllability/damag

e)

[ ] FLAPS HALF/FULL (HALF first

if handling degraded)

If landing attempted, request a straight-in approach (if practical) and

maintain the minimum controllable airspeed plus 10 knots. If lateral


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stick is required for balanced flight, plan for turns in the direction of the

stick displacement (if possible).

8.3.4.9 3EXTERNAL STORES JETTISON

For emergency jettison –

[ ] WoffW


[ ] EMERG JETT PUSH (all but

cheek/tip)

For selective jettison –

[ ] WoffW


[ ] Find a clear area below aircraft

[ ] LT TEST switch TEST (verify all JETT

lights lit)

[ ] Jettison pushtiles SELECT DESIRED

STATIONS

[ ] SELECT JETT knob ROTATE AS

REQUIRED

[ ] MASTER ARM switch ARM

[ ] SELECT JETT button PUSH



For AUX REL - (station must be H-LKD or H-ULK following a failed

SELECT JET release attempt) –

[ ] WoffW


[ ] Find a clear area below aircraft

[ ] LT TEST switch TEST (verify all JETT

lights lit)

[ ] AUX REL switch ENABLE

[ ] Jettison pushtiles SELECT DESIRED

STATIONS

[ ] SELECT JETT knob ROTATE AS

REQUIRED


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[ ] MASTER ARM switch ARM

[ ] SELECT JETT button PUSH



[ ] AUX REL switch NORM

8.3.4.10 FCS FAILURE INDICATIONS

FCS failures are indicated by various cautions and by FCS format Xs.

Following display or annunciation of an FCS caution, the FCS format

should be used to identify the exact malfunction/failure.

With the failure of FCC channels 1 and 3, the FCS format displays the

word INVALID in place of the G-LIM advisory. Subsequent FCS failures

or resets will not be displayed. Refer to operation manual for further

explanation of specific FCS failures and FCS Page in the DDIs.

[ ] FCS RESET switch PRESS

8.3.5 LANDING EMERGENCIES

8.3.5.1 SINGLE ENGINE FAILURE IN LANDING CONFIGURATION

At MIL power and below, the amount of yaw/roll caused by a single engine failure is minimal,

and the aircraft is easily controllable. If an engine fails with both throttles at MAX power (e.g.

waveoff), a significant amount of yaw/roll can be anticipated due to asymmetric thrust. In this

case, timely rudder pedal inputs (up to FULL) are required. Too much rudder pedal is not

harmful, but too little may cause controllability problems. Therefore, FULL rudder pedal to

oppose yaw/roll is prudent. If lateral stick is also required to oppose roll, inputs should be

limited to approximately ½ displacement. Lateral stick inputs greater than ½ throw may

compromise directional controllability and result in excessive sideslip buildup. During single

engine operations, restricting lateral stick inputs to less than ½ throw reduces the potential of

an adverse yaw departure.

GENERAL CONSIDERATIONS –

[ ] Fly straight in approach (if practical)

[ ] Plan approach to make turns using shallow bank angle

[ ] DO NOT exceed on-speed AOA in turns

[ ] Reduce gross weight (44,000 lb max, lower if practical)

[ ] Consider crossbleed to provide HYD 2 pressure to extend the landing gear normally and


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to preserve APU accumulator pressure for emergency NWS.

[ ] Maintain operating engine above 80% rpm during flap and landing gear extension.

LEFT ENGINE FAILED–


[ ] LDG GEAR handle DN

[ ] Make a normal landing or a precautionary short field arrested

landing (if practical)

RIGHT ENGINE FAILED –


[ ] Make a normal landing or a precautionary short field arrested

landing (if practical)

If short field arresting gear not available and crossbleed not desired –

[ ] EMERG BRK handle VERIFY

PULLED


[ ] Use emergency brakes with steady brake pressure (do not pump)

[ ] Once stopped or clear of runway, DO NOT taxi.

CROSSBLEED CONSIDERATIONS (RIGHT ENGINE FAILED)

[ ] Do not crossbleed if engine damage is suspected.

[ ] If normal braking with anti-skid is required, verify reset of EMERG BRK handle

[ ] If APU ACCUM caution light is on, advance LEFT ENG throttle to 80% rpm minimum and

switch ENG CRANK switch to R

[ ] HYD 2 pressure RESTORE

[ ] HYD ISOL ORIDE

[ ] APU ACCUM caution VERIFY REMOVED

[ ] ENG CRANK switch OFF

[ ] APU switch ON (ready light within

30 sec)

[ ] ENG CRANK switch R

[ ] HYD 2 pressure VERIFY RESTORED

[ ] HYD ISOL switch ORIDE

[ ] APU ACCUM caution VERIFY OUT


8.3.5.2 FORCED LANDING


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The aircraft is not designed to land on an unprepared surface. If a suitable landing site is not

available, perform a controlled ejection.

5.2 LANDING GEAR UNSAFE OR FAILS TO EXTEND/RETRACT

A landing gear position of three down and locked is indicated by three steady green position

lights with the landing gear warning light and warning tone out.

If the landing gear warning light and warning tone are OFF –

[ ] AOA indexer lights CONFIR

M ON

[ ] Landing gear position lights CHECK FLUSH


At this point if a bulb(s) test bad it is safe to assume that the landing

gear is down and locked –

[ ] Obtain visual inspection (if possible)

[ ] Approach lights ILLUMINATED (if

visual possible)

[ ] Make a minimum sink rate precautionary short field arrestment (if

available)

If the landing gear warning light and warning tone are ON –

[ ] AOA indexer lights CONFIR

M OUT

[ ] LDG GEAR handle CHECK FULL DN (do

not cycle)

[ ] LG circuit breaker CHECK IN

[ ] Get visual inspection (if practical)

If one or more landing gear indicates unsafe, a visual inspection can only confirm general

position and obvious damage. There is no external indication of a locked gear.

Only if all gear indicated unsafe –

[ ] LG circuit breaker CYCLE

[ ] LDG GEAR handle UP, pause, DN

If any gear indicated down and locked –


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[ ] LDG GEAR handle DO NOT CYCLE

[ ] LT TEST switch VERIFY 3 LIGHTS

If any bulb test good and any gear indicates unsafe –

[ ] Refer to Landing Gear Malfunction – Landing Guide charts in deciding landing options.

If any gear remains unsafe –

[ ] Perform positive and negative g maneuvers and gently roll and yaw

aircraft to attempt to drive the unsafe gear down and locked

If any gear remains unsafe and HYD 2A is operative –

[ ] LDG GEAR handle

UP,

pause,

DN

[ ] Perform positive and negative g maneuvers and gently roll and yaw

aircraft to attempt to drive the unsafe gear down and locked

If any gear still indicates unsafe –

[ ] Refer to Landing Guide charts below:

CARRIER LANDING

GEAR CONFIGURATION ACTION NOTES

NOSE GEAR

RETRACTED

STUB OR

TRAILING

DIVERT OR

BARRICADE

1, 2 ,3

ONE MAIN

GEAR

RETRACTED

OR TRAILING

DIVERT OR

BARRICADE

1, 2, 4

COKED NG

AND/OR ONE

OR MORE

COCKED

MAIN GEAR

NORMAL LANDING 2

ONE OR

BOTH MAIN

GEAR STUB

DIVERT OR

BARRICADE

1, 2, 3


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NOSE GEAR

AND ONE

MAIN GEAR

RETRACTED

OR TRAILING

RETRACT ALL GEAR.

IF UNABLE TO

RETRACT, EJECT.

BOTH MAIN

GEAR

RETRACTED

OR TRAILING

DIVERT OR

BARRICADE

1, 2, 4

ALL GEAR UP DIVERT OR

BARRICADE WITH

TANKS INSTALLED

ONLY OR EJECT

1, 2, 4

LAUNCH BAR

DOWN OR

RED LAUNCH

BAR LIGHT

ILLUMINATED

DIVERT OR

REMOVED CDP'S 1

AND 4 AND MAKE

NORM LANDING

1) JETTISON ALL EXTERNAL ORDINANCE

2) RETAIN AND DEPRESSURIZE EMPTY EXT TANKS

3) HOOK DOWN BARRICADE ENGAGEMNT WITHOUT CROSS DECK PENDANTS

4) HOOK DOWN BARRICADE ENGAGEMNT WITH CROSS DECK PENDANTS

FIELD LANDING (NO ARRESTING GEAR AVAILABLE)


NOSE GEAR

RETRACTED

STUB OR

TRAILING

LAND 1, 2, 3, 4, 5

ONE MAIN

GEAR

RETRACTED

OR TRAILING

LAND 1, 2, 3, 7, 8, 9, 10

COKED NG

AND/OR ONE

OR MORE

COCKED

MAIN GEAR

LAND 2

ONE OR

BOTH MAIN

GEAR STUB

LAND 1, 2, 3, 7, 8, 9, 10


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NOSE GEAR

AND ONE

MAIN GEAR

RETRACTED

OR TRAILING

RETRACT ALL GEAR. IF UNABLE TO RETRACT, EJECT.

BOTH MAIN

GEAR

RETRACTED

OR TRAILING

LAND 1, 2, 5, 9

ALL GEAR UP LAND 1, 2, 5, 9

LAUNCH BAR

DOWN OR

RED LAUNCH

BAR LIGHT

ILLUMINATED

LAND



3) MINIMUM DESENT RATE LANDING

4) LOWER NOSE GENTLY BEFORE FALL THROUGH

5) SECURE ENGINES OF ANY GEAR RETRACTED

6) HOLD MISSING DAMAGED GEAR OFF DECK UNTIL ENGAGEMENT

7) ANTI-SKID OFF

8) LAND ON SIDE OF RUNWAY TOWARD GOOD GEAR

9) HOLD WINGS LEVEL AS LONG AS POSSIBLE

10) USE NWS AND GOOD BRAKE TO MAINTAIN CENTERLINE

FIELD LANDING (ARRESTING GEAR AVAILABLE)


NOSE GEAR

RETRACTED

STUB OR

TRAILING

NO ARRESTED

LANDING, REMOVE

CDP

1, 2, 3, 4, 5

ONE MAIN

GEAR

RETRACTED

OR TRAILING

MAKE ARRESTED

LANDING

1, 2, 3, 6


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COKED NG

AND/OR ONE

OR MORE

COCKED

MAIN GEAR

MAKE ARRESTED

LANDING

2

ONE OR

BOTH MAIN

GEAR STUB

MAKE ARRESTED

LANDING, REMOVE

CDP

1, 2, 3, 7, 8, 9, 10

NOSE GEAR

AND ONE

MAIN GEAR

RETRACTED

OR TRAILING

RETRACT ALL GEAR. IF UNABLE TO RETRACT, EJECT.

BOTH MAIN

GEAR

RETRACTED

OR TRAILING

MAKE ARRESTED

LANDING

1, 2, 5, 9

ALL GEAR UP NO ARRESTED

LANDING, REMOVE

CDP

1, 2, 5, 9

LAUNCH BAR

DOWN OR

RED LAUNCH

BAR LIGHT

ILLUMINATED

NO ARRESTED

LANDING, REMOVE

CDP



3) MINIMUM DESENT RATE LANDING

4) LOWER NOSE GENTLY BEFORE FALL THROUGH

5) SECURE ENGINES OF ANY GEAR RETRACTED

6) HOLD MISSING DAMAGED GEAR OFF DECK UNTIL ENGAGEMENT

7) ANTI-SKID OFF

8) LAND ON SIDE OF RUNWAY TOWARD GOOD GEAR

9) HOLD WINGS LEVEL AS LONG AS POSSIBLE

10) USE NWS AND GOOD BRAKE TO MAINTAIN CENTERLINE

If at any time landing gear indicates three down and locked –

[ ] LDG GEAR handle DO NOT

CYCLE

[ ] Make a minimum sink rate precautionary short field arrestment (if


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available)

[ ] Pin the landing gear after landing

8.3.5.3 FIELD ARRESTMENT

Using the carrier operations feature contained in the VRS ACM, you can define “cable catch”

zones not just for aircraft carriers, but also on land. These can be used toe simulate field

arrestment procedures. Note that the use of the tailhook is required to successfully TRAP

(Tactical Recover of Aircraft and Personnel) in any defined zone. Typically runway locations for

such operations are as follows:

SHORT FIELD (best) –

Located 1,500 to 2,000 feet past the approach end of the runway.

MIDFIELD –

Located near the halfway point of the runway.

LONG FIELD or ABORT –

Located 1,500 to 2,000 feet short of the departure end of the runway.

OVERRUN –

Located shortly past the departure end of the runway

8.3.6 EJECTION

The ejection seat may be used to escape from the aircraft in extreme

emergency situations. The VRS F/A-18E simulates ejection seat

operation in a cursory manner by providing escape sequence arming

functionality and animations.

8.3.6.1 EJECTION SEAT RESTRICTIONS

During ejection seat development and testing, the SJU-17(V) 1/A and

2/A NACES seats were qualified for use by aviators with nude weights

from 136 to 213 lb.

Due to NACES ejection seat limitations, any person whose nude body weight is less than 136

lb. or greater than 213 lb. is subject to increased risk of injury from ejection.


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The ejection seat catapult was designed for the qualified weight range only. Ejection seat

stability is directly related to occupant restraint. All occupants should be properly restrained in

the seat by the torso harness for optimum performance and minimum injury risk. Inertial reel

performance may be degraded for occupants outside of the certified weight range.

8.3.6.2 AIRSPEED DURING EJECTION

[ ] Optimum speed for ejection 250KCAS and below

Between 250 and 600 KCAS, appreciable forces are exerted on the body,

making ejection more hazardous. Above 600 KCAS, excessive forces are

exerted on the body making ejection extremely hazardous. When

possible slow the aircraft before ejection to reduce the forces on the

body.

Never actuate the manual override handle inflight, as ejection would then be impossible and

the aircrew would be unrestrained during landing. When the manual override handle is

actuated, the ejection seat SAFE/ARMED handle is rotated to the SAFE position, the aircrew is

released from the sea, and the harness cannot be reconnected.

8.3.6.3 EJECTION PREPARATION AND INITIATION

In order to initiate an ejection the SAFE/ARMED handle MUST be in the ARMED position.

Ejection sequence will not initiate with handle in SAFE.

IMMIDIATE EJECTION –

[ ] Position body properly against seat

[ ] Pull ejection handle sharply up and towards abdomen to eject

CONTROLLED EJECTION –

IF time and conditions permit

[ ] Alert Crewmember (F/A-18F only)

[ ] Trade airspeed for altitude (zoom)

[ ] Level wings and minimize rate of decent

[ ] IFF squawk

[ ] Follow radio distress procedures

[ ] Stow loose equipment


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[ ] Cabin pressure switch RAM/DUMP

[ ] Shoulder harness lock lever LOCKED

[ ] Lap belt and shoulder harness TIGHT

[ ] Visor DN

[ ] Helmet SECURED

[ ] Oxygen Mask TIGHT

[ ] Altimeter/Altitude CHECK

[ ] Slow aircraft as much as possible

[ ] Position body properly against seat

[ ] Pull ejection handle sharply up and towards abdomen to eject

8.3.7 IMMEDIATE ACTION

This section contains only immediate action items. It is intended for

review only and does not contain any steps which are not immediate

action nor does it contain notes, cautions, warnings, or explanatory

matter associated with particular procedures.

8.3.7.1 APU FIRE LIGHT

In flight or on ground –

[ ] APU FIRE light PUSH

[ ] APU switch CONFIRM OFF

[ ] FIRE EXTGH DISCH light PUSH (READY LAMP

LIT)

On ground –

[ ] Throttles OFF

[ ] Egress


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8.3.7.2 HOT START If EGT climbs rapidly thru 750° C –


8.3.7.3 ENGINE CAUTIONS

L or R EGT HIGH, L or R ENG VIB, L or R FLAMEOUT, L or R OIL HOT, L or

R OIL PR, and L or R OVERPD –

[ ] Throttle affected engine IDLE

8.3.7.4 (L/R) FIRE LIGHT

GROUND –

[ ] Throttles OFF


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[ ] FIRE light affected engine PUSH

[ ] FIRE EXTGH DISCH light PUSH (READY LAMP

LIT)

[ ] BATT switch OFF

[ ] Egress

ON TAKEOFF –

[ ] ABORT or execute Emergency Takeoff Procedure

INFLIGHT –

Dual FIRE lights –

[ ] Throttles Minimum practical

for flight

Single FIRE light or Dual when side confirmed –



[ ] FIRE EXTGH DISCH light PUSH

[ ] HOOK handle DN

8.3.7.5 LOSS OF THRUST ON TAKEOFF

[ ] ABORT or execute Emergency Takeoff Procedure

8.3.7.6 ABORT

[ ] Throttles IDLE

[ ] Brakes APPLY

[ ] Stick AFT (if required)

[ ] HOOK handle DN (if required)

8.3.7.7 EMERGENCY TAKEOFF

[ ] Throttles MIL (MAX if requred)

[ ] Maintain on-speed AOA and balanced flight

[ ] EMERG JETT button PUSH (if

required)

8.3.7.8 LOSS OF DIRECTIONAL CONTROL DURING TAKEOFF/ LANDING


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If decision to takeoff is made –

[ ] Execute Emergency Takeoff Procedure

If decision to stop is made –

[ ] Throttles IDLE

If NWS failure is suspected –

[ ] Paddle switch PRESS

If directional control problem remains –

[ ] NWS ENGAGE

[ ] EMERG BRK handle PULL

[ ] Use judicious braking on appropriate side

[ ] HOOK handle DN (if

required)

8.3.7.9 EMERGENCY CATAPULT FLYAWAY

If flyaway airspeed available –

[ ] Throttles MAX

[ ] Rudder pedal FULL AGAINST

YAW/ROLL

[ ] EMERG JETT button PUSH

[ ] Maintain 10 to 12° pitch attitude with waterline symbol. Do not

exceed 14° AOA (AOA tone). Do not exceed ½ lateral stick.

If uncontrollable or settle not stopped –

[ ] EJECT

If controllable and settle stopped –

[ ] Accelerate to on-speed (8.1°) AOA for climb

8.3.7.10 FCS CAUTION OR FCES CAUTION LIGHT

[ ] Cease maneuvering

8.3.7.11 L or R FUEL INLT CAUTION




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8.3.7.12 HYD 1 (2) HOT CAUTION


8.3.7.13 DUAL L BLEED and R BLEED Warning Lights

[ ] BLEED AIR knob

OFF (do

not

cycle)

If light(s) still on –

[ ] Throttles Minimum for

practical flight

8.3.7.14 SINGLE L BLEED or R BLEED Warning Light

[ ] BLEED AIR knob affected engine

OFF (do

not

cycle)

If light still on, do the following in order until the light goes out –

[ ] Throttle affected engine IDLE


[ ] BLEED AIR knob OFF (do not cycle)

8.3.7.15 OCF ECOVERY PROCEDURES

[ ] Controls RELEASE,

SPEEDBRAKE IN

If still out of control –

[ ] Throttles IDLE

[ ] Altitude, AOA, airspeed, and yaw rate CHECK

If command arrow present –

[ ] Lateral stick FULL INTO ARROW

When command arrow removed –

[ ] Lateral stick SMOOTHLY NEUTRAL


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When side forces subsided, and airspeed accelerating above 180 KCAS

–

[ ] Recover

Passing 6,000 ft AGL, dive recovery not initiated –

[ ] EJECT

8.3.7.16 SINGLE ENGINE FAILURE IN LANDING CONFIGURATION

[ ] Throttles

MIL(MA

X if

required)

[ ] Maintain on-speed AOA and balanced flight


VRS F/A-18E Superbug Section IX: Glossary

338 Glossary

9 GLOSSARY

A

A/A air-to-air

AACQ automatic acquisition mode

AB afterburner

A/C aircraft

ac alternating current

ACCUM accumulator

ACLS automatic carrier landing system

ACM air combat maneuvering

ADB aircraft discrepancy book

ADF automatic direction finding

ADIZ air defense identification zone

ADV advisory

AFCS automatic flight control system

A/G air-to-ground

AGI armament gas ingestion

AGL above ground level

AIL aileron

AIM air intercept missile

AINS aided INS

ALDDI aft left digital display indicator

ALR-67 radar warning receiver

ALT altitude

AMAD airframe mounted accessory drive

AMPCD aft multi-purpose color display

AMU advanced memory unit

AN/ALE-47 countermeasures dispensing set

AN/APN-194 radar altimeter set

AN/ASN-139 internal navigation system

AOA angle of attack

AOB angle of bank

AB LIM afterburner limiting

A/P autopilot

APU auxiliary power unit

AQ align quality


339 Glossary

ARDDI aft right digital display indicator

ARS air refueling store

ASL azimuth steering line

ASRM automatic spin recovery mode

ATARS advanced tactical air reconnaissance system

ATC automatic throttle control

ATS air turbine starter

ATSCV air turbine starter control valve

ATTH attitude hold

AUFCD aft upfront control display

AUG augment

AUR aural

AUTO automatic

AVMUX avionics multiplex

B

BAC1 bank angle control 1

BALT barometric altimeter

BCN beacon

BDA boom drogue adapter

BIT built in test

BLD bleed

BLIM bank limit

BLIN BIT logic inspection

BNK bank

BRG bearing

BRK brake

BRT bright

BST boresight acquisition mode

C

°C degrees Celsius

CAS control augmentation system

CAUT caution

CB circuit breaker

CC control converter

CCW counterclockwise


340 Glossary

CD countdown

CDP compressor discharge pressure

C/F chaff/flare

CFIP conductive form-in-place

CFIT controlled flight into terrain

CG center of gravity

CH or CHAN channel

CHKLST checklist

CIT combined interrogator/transponder

CK check

CKPT cockpit

CLR clear

CMPTR computer

CNI communication, navigation, and identification

COMM communication radio

CONT PVU continuous precision velocity update

CPL couple

CPLD coupled

CPU central processor unit

CRS course

CSC communication system control

CSEL course select

CSS control stick steering

CV carrier

CVRS cockpit video recording system

D

DBS doppler beam sharpening

DBFS dry bay fire suppression

DC designator controller

dc direct current

DDI digital display indicator

DEGD degraded

DF direction finding

DISCH discharge

D/L data link

DME distance measuring equipment

DMS digital map set


341 Glossary

DN down

DSU data storage unit

DT² second designated target

DTD data transfer device

ΔP (Delta P) hydraulic filter indicator

E

EADI electronic attitude display indicator

EBB essential bus backup

ECS environmental control system

EFD engine fuel display

EFT exhaust gas temperature

EMCON emission control

EMIS electro-magnetic interference shield

ENG engine

ENT enter

EPR engine pressure ratio

ERF electronic fill remote

EST estimated

ET elapsed time

EXT external

EXTD extend

F

ºF degrees Fahrenheit

FADEC full authority digital engine control

FCC flight controls computer

FCCA flight controls computer A

FCCB flight controls computer B

FCES flight control electronic system

FCF functional checkflight

FCLP field carrier landing practice

FCS flight control system

FE fighter escort configuration

FF fuel low

FIP form-in-place

FIRAMS fight incident recording and monitoring system


342 Glossary

FLBIT fuel low BIT

FLIR forward looking infrared

FO foldout

FOD foreign object damage

FOV field of view

FPAH flight path attitude hold

fpm feet per minute

FPT first pilot time

F-QTY fuel quantity

FRS fleet replacement squadron

FSR frequency sensing relay

ft foot, feet

FUS fuselage

G

G or g gravity

GACQ gun acquisition mode

GB gyro bias

GCU generator converter unit

GEN generator

GEN TIE generator tie

G-LIM g-limiter

G-LOC g-induced loss of consciousness

GND ground

GPS global positioning system

GPWS ground proximity warning system

GRCV guard receive

GW gross weight

GXMT guard transmit

H

HDG heading

HDG/SLV heading slaved

HI high

HMD helmet mounted display

HOBS high off-boresight

HOTAS hands on throttle and stick


343 Glossary

HQ have quick

HRC helmet release connector

HSEL heading select

HSI horizontal situation indicator

HSIB high speed interface bus

HUD head-up-display

HYD hydraulic, hydraulic system

HYD¹ hydraulic system 1

HYD² hydraulic system 2

I

IAF initial approach fix

IBIT initiated built in test

ICLS instrument carrier landing system

ICS intercockpit communication system

ID identification

IDECM integrated defensive electronic countermeasures

IFA inflight alignment

IFF identification friend or foe

IFR instrument flight rules

ILS instrument landing system

IMC instrument meteorological conditions

IMN indicated mach number

IMU inertial measurement unit

INOP inoperative

INS internal navigation system

INST instrument

INU internal navigation unit

INV invalid

IP instructor pilot

I/P (IDENT) identification of position

IR infrared

IRC in-line release connector

ISOL isolated

IWSO instructor WSO

J


344 Glossary

JETT jettison

K

KCAS knots calibrated airspeed

kt knots

KTAS knots true airspeed

L

L left

lb(s) pound(s)

L ACC lateral accelerometer

L&S launch and steering target

LBA limit basic aircraft

L BAR launch bar

LCS liquid cooling system

LDC left designator controller

LDDI left digital display indicator

LDG landing

LED leading edge down

LEF leading edge flaps

LEU leading edge up

LEX leading edge extension

LG landing gear

LI left inboard

LM left midboard

LO left outboard

LO low

LON limit of NATOPS

LPU life preserver unit

LTOD local time of day

M

MAC mean aerodynamic chord

MAD magnetic azimuth detector

MAX maximum afterburner thrust


345 Glossary

MC mission computer

MC¹ mission computer one

MC² mission computer two

MER multiple ejector rack

MFS multifunction switch

MIL military thrust

min minimum, minutes

MMP maintenance monitor panel

MNTCD maintenance card

MPCD multipurpose color display

MSL mean sea level

MSNCD mission card

MSRM manual spin recovery mode

MTRS or m meters

MU memory unit

MUMI memory unit mission initialization

MUX multiplex bus

MVAR magnetic variation

N

N¹ fan rpm

N² compressor rpm

N ACC normal accelerometer

NACES navy aircrew common ejection seat

NATOPS naval air training and operations procedures standardization

NAV navigation

ND nose down

nm nautical miles

NORM normal

NOTAMS notice(s) to airmen

NOZ nozzle

NU nose up

NVD night vision devices

NVIS night vision imaging system

NWS nosewheel steering

Nz REF reference load factor

O


346 Glossary

OAP offset aim point

OAT outside air temperature

OBOGS onboard oxygen generating system

OFP operational flight program

ORIDE override guide

OVFLY overfly

OVRSPD overspeed

OXY oxygen

P

PA powered approach

PBIT periodic BIT

P CAS pitch control augmentation system

PCL pocket checklist

PIO pilot induced oscillation

PLF parachute landing fall

PMG permanent magnet generator

PNL panel

POS position

pph pounds per hour

ppm pounds per minute

PR pressure

PROC processor

PROM programmable read only memory

psi pounds per square inch

PTS power transmission shaft

PTS pressure transmitter set

Q

QDC quick disconnect connector

QTY quantity

R

RALT radar altimeter

RAM radar absorbing material


347 Glossary

RAT ram air turbine

RATS reduced authority thrust system

R CAS roll control augmentation system

RCDR recorder

RCS radar cross section

RCVY recovery

RDC right designator controller

RDDI right digital display indicator

RDR radar

REC radar elevation control

REC record or receive

RECCE reconnaissance

REJ reject

RI right inboard

RLG right laser gyro

R-LIM roll rate limiter

RM right midboard

RNG range

RO right outboard

ROE rules of engagement

ROMA removable optics module assembly

RP replacement pilot

rpm revolutions per minute

RSET reset

RSRI rolling-surface-to-rudder- interconnect

R/T receive/transmit

RUD rudder

RWR radar warning receiver

RWSO replacement WSO

S

SCT special crew time

SDC signal data computer

SEAWARS seawater parachute release mechanism

SEQ sequence

SIF selective identification feature

SMS stores management set

SOP standard operating procedure


348 Glossary

SPD speed

SPD BRK speedbrake

SPN spin

SRM spin recovery mode

STAB stabilator

STBY standby

STD HDG stored heading

STT single target track

SUPT support

S/W software

SW switch

T

T1 engine inlet temperature

TAC tactical

TAMMAC tactical aircraft moving map capability

TAS true air speed

TCN or TACAN tactical air navigation

TCV thermal control valve

TDC throttle designator controller

TDP turbine discharge pressure

TED trailing edge down

TEF trailing edge flaps

TEU trailing edge up

TEMP temperature

T&G touch and go

THA throttle handle angle

TK PRESS fuel tank pressure

T/O takeoff

TOT time on target

TR transformer rectifier

TTG time to go

U

UA up-AUTO

UFCD upfront control display

UHF ultra high frequency


349 Glossary

UNLK unlock

UPDT update

UTM universal transverse mercator

V

vac volts alternating current

VACQ vertical acquisition mode

vdc volts direct current

VEL velocity

VER vertical ejector rack

VFR visual flight rules

VHF very high frequency

VIB vibration

VMC visual meteorological conditions

VOL volume

VTR video tape recorder

VVSLV velocity vector slave

W

WACQ wide acquisition mode

W DIR wind direction

W SPD wind speed

WARN warning

WDSHLD windshield

WonW weight on wheels

WoffW weight off wheels

WSO weapon system officer

WYPT waypoint

X

XFER transfer

Y


350 Glossary

Y CAS yaw control augmentation system

yd yards

Z

ZTOD zulu time of day

Documents

Manual VRS FA-18E Superbug X